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The 45 Performance Book

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1. Qndgear B tN L12257 eed pump pressure regulating spring free length 2 16 1941 73 1 s 1937 40 Vane spring free length Head bolt torque ere Std Ratio Calculation Teeth C S 22 14 x 22 14 2 469388 1 AA B 28 18 1 571429 1 7805 18 25 Ibs Transmission Ratios gear the 1 number is always 1 571429 The other number is the product of the pair of gears mainshaft countershaft for that ratio In 3 gear the clutch gear is locked to the mainshaft sO no power is transmitted through the gears and the ratio is 1 000 1 1 Although the intermediate gears still turn they re only idling Below are some useful tables of common ratios and their effects on performance locked 1 000000 1 Std Gear Tooth Counts Countershaft Gear Mainshaft Mating Gear 2 AA AA 8 19 Std RPM Loss on Shift 1 RPM Drop to 3 1 00000 May 16 2005 45 Performance by VICTORY LIBRARY Page 41 of 42 WR Ratio Calculation Teh Teeth IS 20 16 de mani ee Ss ua E RE 1 250000 1 3 gear clutch gear locked 1 000000 1 WR Gear Tooth Counts Countershaft Gear Mainshaft Mating Gear EEE TE TT AAA OO ARAB O AT Se E OE SRR HEE HE UR T T WR RPM Loss on Shift Ratio TE LE E RPM Drop to 2 RPM Drop to 3 1 96429 36 4 1 00000 1940 Std Ratio Calculation Techs Teeth Cis 2713 21 3 76094671
2. By purchasing or otherwise acquiring this product and accepting delivery you the buyer and or recipient have agreed without exception or objection to the following terms of use any use except personal and non commercial and any reproduction or distribution of this material in whole or in part including quotations with or without attribution for any purpose is absolutely pro hibited without the prior written permission of the author May 15 2005 45 Performance by VICTORY LIBRARY The level of satisfaction that you will achieve is largely a function of the amount of time and effort that you are willing to devote to this project However in the same way that I cannot take credit for your suc cess I also cannot be held responsible for any failures or unanticipated results Despite my best efforts this book may contain inadvertent typographical errors and inaccurate data You must use your own good judgment in these mat ters keeping in mind that gasoline is highly flamma ble and that motorcycles are inherently dangerous to operate Any additional information or ideas that you may discover or develop in your own research is always of interest and will be included with your permission in the next revision of this article with proper credit Reference to a diagram in the text will give the Page number on which the illustration appears Pg 8 etc Violations will be prosecuted to the full extent of
3. 031 or more consider reducing the stroker plate thickness if used and or a light mill cut off one of the following surfaces if stroker pistons are used in order of practicality cylinder head gasket surface cylinder base gasket surface crankcase deck surface please note that milling a non pop up head is not included it does not work To install std 45 pistons with modified skirts or K pistons a stroker plate of 2 the stroke increase is predicted but since the 45 motor s factory deck clear ance is very loose some of the predicted stroker plate thickness is not necessary we can simply allow some of the stroke increase to move the piston upward to a more favorable position TDC In 45 motors I ve measured the amount of excess deck clearance is about 030 060 meaning that this amount can be safely added to the up distance by removing it from the predicted stroker plate thickness Crank pin The following flywheel choices make use of specific crank pins mandatory S amp S 45 flywheels the supplied special short XL type 11 4 crank pin must be used T amp O 45 Chief or 1954 KHR flywheels the origi nal 1 00 crank pin 23960 29 is used with the origi nal rods or the stepped 1939 1954 WR 1 pin 23960 39R with WR rods Crank pin bearing assembly Use a bearing assembly consistent with the crank pin choice 1939 1954 WLDR WR parts are obsolete T amp
4. 1 ie Valve Head OD 1 625 1 2 QOD he 1 813 Maximum depth of these reliefs is the lowest part of the valve seat OD the outer most part of the seat which will actually contact the relief where they meet To calculate the maximum relief depth multiply WR K KR Std KNS Oversize Valve 2 19 Ia 1 75 the head diameter by 078459 this is the sine of the valve inclination angle of 42 For fresh high seats shallow end flush with the gasket surface use the following chart 1 8125 1 16 1 875 1 Std Intake amp Exhaust K Model Intake KNS Cycle Intake Maximum Relief Depth Do not remove any metal from the roughly triangular area B3 between the 2 seats and the gasket surface This wedge is filled by part of the head If done carefully the wedge shape can be transferred to the gasket surface and blended into the reliefs The extent of the relieved area depends on a number of factors among them are Size of the intake valve as previously discussed Valve seat condition deeply sunk or rusted seats require deep reliefs new or over size seats need less Have the cylinders been top milled If so some of the factory relief machine cut is missing Breathing capacity of the motor bore amp stroke carb size manifold volume cam timing Final compression ratio desired Sor Y beautyofspeed com The reliefs should join the seat edges smo
5. Absolute 3 8125 4 4375 4 5625 4 625 4 8125 2 755 45 45 52 91 55 14 57 38 57 79 060 285 4712 548 563 57 16 5948 00 2835 483 5602 5760 5839 6076 100 2845 4847 5642 5801 588 6119 Ses MM_ Sda NN BB Cd 2 835 090 2 845 2 875 May 16 2005 45 Performance by VICTORY LIBRARY Page 39 of 42 Notes All 1929 73 D R W G K amp KH 45 amp 54 motors are the same bore size Largest commercially available 45 piston oversize Norton 750 Atlas 73 or Indian Scout 45 27 piston Absolute upper bore limit of all 45 std type cylinders not recommended Std stroke all 1929 02 D R W G K amp XL flywheels except 1954 56 KH amp XR750 Indian Chief 74 flywheels 1954 56 KH flywheels Indian Chief 80 flywheels Gear Ratios This Table applies to Harley Davidson solos amp Rear tire diameter is premised at 26 which is normal Servi Cars 1941 73 equipped with the original 59 for 5 00 16 4 00 18 etc Other tire diameters will tooth clutch drum 17 tooth transmission sprocket and affect figures proportionate to the ratio of diameters 37 tooth Servi Car or 41 tooth solo rear sprocket Solo Primary Chain ive Rati Soe L T eS E E ee SETE ee 100 link l 1 87 92 Final Drive Ratio MPH SK RPM RPM 60 MPH 00 link E U a e EEE ES L See TH SAE TSS ee
6. K KH amp KR which have even more complex alignment Page 15 of 40 The deep side of the intake relief will follow the head gasket pattern most closely where it passes nearest to B1 The absolute deepest part of this relief is located approximately 3 16 in board of the gasket at this point and rolls uphill 45 to the gasket line on one side and angles up to the exhaust relief much more gradually parallel to the valve seat on the other side Please note that this will cause an inward curve to the relief as shown seen from above Aside from this specific area the remainder of the relief is aimed at the piston When in doubt go slowly The front amp rear cylin ders are mirror images of each other exactly alike but reversed and must have matching reliefs Alignment The alignment of both the intake amp exhaust reliefs is intended to direct gas flow between the center of the valve throat opening and the center of the bore They will follow and be parallel to an imaginary line connecting the center of each valve guide to the center of the piston use your actual piston by inserting it in the bore at Top Dead Center most have small machining marks indicating the center still visible As mentioned above the valve seats themselves are not flush with the gasket surface but are inclined at a 4 angle your reliefs must be at the same angle As seen from the bore they will form shallow Vs The short leg
7. S amp S XL special 1 crank pin H R Oe 34 7902 amp 7902 AAA AA jill 3 INPN C AA ia a hd ARP see Summit or Jeg s Z g 3 5 E a 3 S O G H t O G n S S 3 yA gt oO L Z Z Materials List LO ource ictory S Cycle S amp S S Cycle S amp S 2 2 ias JE Venolia Wiseco ilv O Lite see Summit or Jeg s J amp 22 1 lt Q tory a Q FACTORY HOT PARTS If you own a stock 45 solo Servi Car or military model you can increase your horsepower and durabil ity by adding or adapting parts from one of the factory high performance motors The standard models have serial letters VINs as follows 1932 36 R RL 1937 1952 W WL WLA WLC 1937 1973 G GE GA The high performance motors have VINs as follows 1932 36 RLDR 1939 WLDD 1939 1946 WLD 1937 1941 WLDR 1941 1952 WR 1952 1953 K KK 1953 1969 KR KRM KRTT 1954 1956 KH KHK KHR KHRM KRHTT 1957 XLR A great deal of confusion exists as to the identifi cation of these parts and much inaccurate data is passed off as factual To clarify the history and con struction of these motors I have assigned all similar and or interchangeable parts to the same group which I will refer to as a Type I will use these Type num bers shown in the 1 Column to indicate a specific and related state of tune Generally similar parts with the same Type number or number group are inter changeable
8. and deeper nearly up to the flange gasket for a wider rod If the notch shown right was cut deeper still up above the bottom or lower gasket surface of the cylin der flange it would approach reliefs as found in KH motors This is OK if necessary but be conservative remove no more metal than needed The absolute depth limit is the point where the notch passes through most of the flange and ap proaches the top or upper cylinder flange surface where the base nuts seat Jf the relief notch traverses the flange completely the flange will crack A potential cure for this is to use stroker plates to raise the cylinders rather than shorter custom stroker pistons so the cuts in the flanges will be slightly less severe This allows a less radical cut to achieve the same level of safety but will not affect the case re liefs Be sure to clearance the plates as above and mark them for installation which cylinder top or bottom facing front or rear amp c Pistons Once the cylinders have been bored the pistons cannot be interchanged between cylinders or re versed faced the other way be sure what you re doing In most cases the piston skirts too long The leading skirt of the rear piston will strike the trailing skirt of the front piston The trailing skirt is the major thrust_surface and must be left as long as possible Cut the leading skirt of the rear piston with a large fine round file The actual cut
9. brand is very effective with no loss of power Some of our modifications will require a slight carburetor adjustment generally richer On the Linkert turn the idle and power screws out to do this If you get a pop or flat spot when the throttle is opened fast this means you re too lean Go richer until it stops Be sure your plugs come out with a color between card board and chocolate no color at all is dangerously lean sooty black is too rich If you don t take the trouble to get your carb jetting on the money you re wasting your time Temperature A cooler motor is a faster motor lasts longer too Never polish paint or chrome aluminum heads glass beaded or sand blasted is best For iron heads use heat proof black not VHT Trikes especially may need an oil cooler install this in your return line from the bottom of the motor to your oil tank A cheap cooler can be made from a power steering cooler from a Cadillac police car etc junk yard if you can find one Make sure they re clean first mount them where they won t block air flow to the cylinders and be sure the hoses can t touch the pipes I also suggest you add Marvel Mystery Oil to your gas just follow the can directions What this does is put some lubricant on your cylinder walls above the pistons as well as your valve stems This has a definite effect on engine tem perature also helps it last longer Gearing Strictly speaking the chass
10. factory recommended width being 125 467 A somewhat narrower seat is acceptable with 080 the lowest safe figure Narrow the seat from inside with a 60 stone to 080 wide then from the inside with a 75 stone For more flow area using the std valve the bowl ID can be increased to 1 51 and the bottom of the cut blended into the ledge where the factory seat machining stops Intake Guide Boss There is no boss or protrusion in the floor supporting the valve guide No substantial improvement is practical here However if the bowl is substantially enlarged the area be hind the guide will be partially removed and the ledge remaining should be narrowed by removing material from both sides only leaving the length of the ledge intact Taper it on both sides with the long axis aligned with the gas flow roughly following a line drawn between the guide center and the bore Making it boat shaped with the leading intake port end rounded and the trailing bowl end a smooth point This has the effect of streamlining the guide directing gas more easily around it with less resistance and flow disturbance by using the remaining boss to direct gas around the stem amp guide Modified intake valve Sharp angle F to margin Licentiate en Removed by back cut May 15 2005 Intake Guide Taper the portion of the guide that protrudes into the port itself to only wall thick
11. of engines Each Type began as a separate engineering design not a modification of an existing type Both Type II amp III are commonly referred to as big twins although this also refers to earlier 61 amp 74 twins 1914 29 which are yet another design Type I is the oldest began production in September 1928 and includes both side valve and overhead valve versions and both separate transmission and unit integral transmission in the crankcases construction The only version currently in production is the Evo Sportster Type II is a scaled up version of Type L and very similar in appearance but with very few interchange able parts except for the oil system and ignition This was built as a side valve only with the same separate transmission as the Type III Type II production ceased in 1948 therefore it s the only extinct family Type III is completely different from both but has certain dimensions and components in common with Type II as to crankcase flywheel and cylinder base flange sizes among others This was built as an overhead valve only with separate transmission All modern big twins are Type III including Evo motors except Twin Cam 88 Engine Family Types Design VIN Common Name s Years Displacement in 1 Letter Inches CC Small 4 Cam D 145 solo 3 cylinder flathead LE G 45 solo trike flathead Servi Car G 45 trike
12. 37 Wide 1 500 ID races marked UA on beam 4275 39R 1939 41 WLDR 1941 52 Same L amp W as 1 00 1 625 1 ID races Heavier beam WR area drilled for lightness Requires 1 10 crank pin assembl 4 4275 52R 1953 54 KR KHR As 1 10 except rods not drilled for weight removal 4275 52 1952 85 K KH XL Same L as 1 00 1 49 W 1 625 ID races solid beam marked 2429X 52 01 S amp S 7500 1952 85 K KH XL special As 2 00 S amp S on beam different models generally heav 7600 7700 ier construction 10 24275 83 1983 84 XR1000 1986 XL As 2 00 except 6 926 L V2 amp S 7800 XL V2 special As 2 10 heavier 0 S amp S 7900 XL V2 stroker As 2 11 except 7 113 L special also 45 stroker 24275 04 Buell XB9 As 2 00 except 7 27 L 00 24275 55R 1955 68 KR 1955 56 KHR Same L amp W as 2 00 2 125 2447 ID races super heavy 1957 XLR construction requires 3 00 crank pin assembl 10 24275 69R 1969 KR Low Boy 1971 As 3 00 except 6 44 6 16 L 72 XR N 00 N N N N N N LO WIN Ww ojo we 4 00 NPN Carrillo special As 2 00 except very heavy H beam cross section 7 8 or 8 0 L for extreme strokes Cams Notes Pinion NA NA 1 18 Td flutes asymmetrical 1 rear exhaust 1 28 2 tangs for oil pump drive 45 only _ 2 rear intake 2 spiral 28 amp 36 Spiral gear for ignition drive e
13. Casting Number Many engine components carry a cast in not individually stamped number coded for the 1 year of use the model year begins with 1 production on September 1 of the previous year not the year of manufacture or sale This is especially true in early models as many components are used for long time periods and motors may contain many parts made either earlier than the model year due to carry over of design from previous types or later by inclusion by an owner or mechanic of improved components The exception to this rule is the cast in number in the left crankcase half itself which must always be the same or earlier than the Vehicle Identification Number or VIN VIN number is of course redundant Even this has exceptions in the case of authorized dealer replacement of crankcases and military or police contracts in which a later crankcase set may be substituted provided that all laws are obeyed Item 2 Physical Characteristics of the Engine It is a frequent practice to incorporate components from other model motors to improve appearance or per formance Some of these are bolt on modifications others require machining still more complex are those re quiring welding and still others are impractical to the point of approaching impossible Tables A amp B show the most common crankcase casting numbers and the model year group for which they are legal as original equipment Item 3 Engine Crankcase Bo
14. If the stroke is increased but the motor height remains stock the rod and or piston must be shortened to compensate for the stroke increase Certain combinations of stroke length piston etc appear to offer the advantage of maximum size when compared to other choices It s important to keep in mind that re designing the motor allows you to make other improvements as well The most important of these is increasing the efficiency of the combustion chamber Positive deck pop up pistons add power and torque to any size motor and are well worth the extra trouble to calculate the measurements and do the machine work No factory race or high performance side valve motor including Indians was built without this fea ture after 1948 Before making your final choices remember that pop up is almost certainly worth more power than an extra inch or two of displacement May 15 2005 If given a choice between stroke alone and stroke pop up go with pop up Flywheels Truett amp Osborn of Wichita Kansas produces 45 stroker flywheels which are direct replacements in all respects except stroke length The material is 80 000 psi ductile steel far superior to the original factory cast iron They are available in 47 16 4 4375 4 4 500 and 4 4 625 stroke and other sizes are available on request for additional charge The T amp O 45 flywheels accept std 45 amp WR parts including 74 875 diamete
15. O O plug access head steady amp c A washer equal to the plate thickness between the upper valve spring covers and the valve guide flange lengthens the covers If neces sary use lash caps on the valve stems for some extra length Modifying Stock 45 Pistons There are 2 different areas where the std piston requires modification for use with stroker plates the length of the piston skirt below the piston pin and a point on the bottom of the skirt where the pistons will contact each other BDC I will explore these in order Skirt clearance to the baffle or flywheel rim Ordinarily compensation for the new longer stroke must be made by shortening the piston skirt by the stroke increase However that s the absolute outer limit it s not always necessary since the stock piston has a little slack in it You won t need to take off the whole just remove enough for the bottom of the skirt to clear the baffle or flywheel rim by 6 BDC Remember that in motors that still have baffles the front piston must clear the baf fle but the rear piston can be longer it only needs to clear the flywheel rim The illustrations on the following page not to scale I have exaggerated the differ ences to provide more contrast will provide more detail 45 Piston Comparison View 1 Std piston Std piston with skirt shortened from the bottom only for use with stroker plates Gasket Surf
16. O 45 Chief or 1954 KHR flywheels try to find a good 1939 1954 WLDR WR KR complete rod assembly This has the small stepped crank pin 1 tapers 1 4 journal and a heavier rod beam than the 45 but still interchanges with the std 45 rod set as to width and length May 15 2005 Motor S amp S 7900 for Evo XL stroker up to 4 16 Flywheel Use Std 45 std 45 T amp O 45 54 KHR Chief Evo amp XR1000 Petr Rod Length Comment 0 All 45 K KH XL 900 1000 1932 85 7 4375 1983 84 XR1000 Evo XL 1986 6 926 883 1100 1200 Ais adds clearance for stock frames includes WR 7 4375 Preparation Flywheels Check the 2 oil holes in the right wheel to verify alignment of oil transfer between the pinion shaft and crank pin holes elon gate the wheel holes and radius as required S amp S informs us that alignment of this oil passage is critical in 4 amp larger flywheels If you wish mark the left wheel for TDC a dot is the usual mark The formula for determining the movement of the fly wheel in inches for each degree of rotation is OD TI 360 At the rim the wheels are 774 7 875 OD giving a circum ference of 24 74 This makes each degree of crank rotation 0687 of move ment To find TDC from a 30 timing mark slot measure 206 back with a tape along the rim against engine rotation The effective size of the inspection hole in the left case
17. Se ae ZY a HHI HHE HE E largest E L T oOo Servi Car Motor Sprocket Primary Chain 3250 22 original Servi Car_ 96link Servi Car 5 84 1 6 4530 lies L Re EE L Ee E a Oe aa ee YAA E 7961 27 Joriginalside car iO0link soo 4 76 8 390 28 no factory sprocket NA O A a NAT NA 2 Se RG RER L TRE RE T HRE Wa E R C oe ae o O AA TEE 3 EREE HRE Rr a a TE RE 7 169 25 amp 26 tooth sprockets may need the larger 100 link solo primary chain Motor Data 2 7445 2 7455 just under 24 3 8125 3 16 same as K amp Sportster 45 12 cu 739 010 02 22 25 26 27 28 29 30 31 LO ee ee ee ae nm haft OD sprocket amp pinion inion shaft bushing end 62425 TO Page 40 of 42 45 Performance by VICTORY LIBRARY May 16 2005 am journal size cam cover 3 amp 4 cams FER Q heck valve spring free length park plug torque 18 Harley Davidson transmission s intermediate gear ratios 1 amp 2 are the result of the transmission of power through two pair of mating gears one of which is the main drive gear being turned by the countershaft high gear on the cluster The numerical gear ratio is determined by multiplying the two pair s ratios together Since the high gear ratio is the product of the tooth counts 22 for the clutch gear and 14 for the countershaft
18. Std Vs Modified Breather Duration Modified Duration Added Duration Added Width RE lE eS e T 52 55 ATDC 25 ATDC 30 44 ABDC 66 ABDC Good Numbers Purpose The following information is a guide to help you find match evaluate buy and rebuild Harley Davidson 2 cylinder motors twins manufactured from 1930 69 The 1970 numbers are considerably different both in location and appearance and are beyond the scope of this booklet Specific topics are separated for reference Methods of Identifying the Engine Crankcases There are four basic Data Items that form the framework of physical and legal identification of Harley Davidson motors for the model years 1930 through 1969 inclusive As all four of these may not be accessible to casual inspection the ones which can be verified take on even greater importance All four of these items must agree with known exceptions as noted I will explore them in chronological order of production Item 1 Case Casting N Formed in the molten aluminum as the crankcases are cast at the found Item 2 Physical Characteristics Partially determined by machining variations on the casting lll Factory stamped after the left amp right crankcase casting halves have been matched for use as a mated pair and machining has been completed Serial N Stamped in place on the boss after the bottom numbers and only if the mo tor is fully assembled Item 1 Engine Crankcase
19. an expert balance job will im prove high speed smoothness allow freedom from vibration and more mileage between rebuilds If you are stroking the motor or altering the weight of the components to a large degree Sportster rods light ened flywheels short skirted pistons etc balancing is necessary for best results Various balance factors between 50 amp 60 have been used for different pur poses the larger percentages appear to be most useful in cases where the rod angle is the most severe strok ers or increased piston weight this is very rare in 45 motors Drag Racing The basic problem is that the motor tune up specs and chassis preparation for the drags are not useful for street purposes The following observations will be of use to anyone anticipating a try out Use the lowest profile tire amp rim you can find probably easiest to make up a separate wheel for this a mid size Jap hub with 16 alloy rim and nylon sprocket is our Ist choice The idea is not only to change the gearing but to reduce the gyroscopic effect of the wheel as much as possible for a good gate Stock weight flywheels are best as you will want to light the tire for take off which will require a strong shock Use a small motor sprocket If you have good high rpm breathing you should allow the motor to turn 6000 rpm in the traps The exact tooth count will depend on the expected top speed and rear tire diame ter For example i
20. be made to only one side or symmetrically to both sides since this will affect timing and prevent use of the original mark Instead amounts proportionate to the added duration will be removed from the opening and closing sides as shown here The opening side of the rotor is found by holding the rotor in the normally installed position drive gear on top and the slot directly in front of you The opening edge is on your right The cut must widen the slot 115 more to the right mak ing it open earlier The bottom of the new cut will be flush with that of the existing slot but only extend upwards by 250 This insures that any residual oil from the last cycle remaining inside the rotor will be quickly forced upwards into the cam chest and then to the return pump The closing side of the rotor is on your left We will make another cut here going 084 to the left this time but with the top of the cut flush with that of the existing slot and extending down 250 This is to allow additional time for clean air to residual oil lying in the bottom of the rotor rather than flow back into the crankcase After Bottom Dead Cen drawing it back into the crankcase When these cuts ter to prevent a strong vacuum from forming as the are completed remember to turn the rotor 180 and pistons speed upward Keeping the new slot extension do the other slot exactly the same way as high as possible means it will tend to bypass any
21. common auto part The intake valve from a pre 1963 Chevrolet or GMC 6 cylinder 235 or 261 motor is an excellent choice The head diameter as supplied is 1 1 875 exactly 4 250 larger than the 45 the material is The motor will take more spark in low gear than in high If you have a hand spark control consider short ening the travel to restrict it to about 5 This will allow you to run for example 35 for take off and drop back to 30 when you make the 2 3 shift for better top end and less chance of damage Please note that these figures are probably safe for all motors but are not best for all motors Find your own maximum high gear setting by test excellent quality the stem diameter is about 001 larger than the original your slightly used guides may be used rather than replaced and the shape is far better for air flow than stock The lock groove is for the common GM w 9 split locks The new valve spring collar is 1 4 OD and is available in steel or titanium and may be found used from many cam amp speed equipment manufacturers but no longer in production The only draw back is the work involved This can also be utilized as a method of restoring the breathing capacity of worn rusted or pitted intake seats which would ordinarily produce less power After installation of larger valves they will perform better than new 45 Valve Modifications Sharp Top Corner KNS Cycle TR
22. down from the pin L rod length TANZA S stroke 4 625 D flywheel diameter 7 875 Nie safety margin Solving we get NP 801 from the pin center to the skirt bottom or 405 from the pin s lower edge pin diameter is 791 The skirt along the thrust face can and should be slightly longer due to the curvature of the flywheel To determine this length we refer to MAGIC again NT NP D 2 R B23 where NT skirt length measured down the thrust axis NP skirt length above on pin axis 801 R piston diameter 2 1 3725 NT 1 048 Note I cannot supply any of the parts or services listed in this article except as noted Parts listed above as being available from KNS Cycle must be ordered from them The comments given above are not suggestions but observations and are not practical in all instances It is your own responsibility to make all measure ments and decisions May 15 2005 omponent lywheel set 4 16 for std 45 lower end lywheel set choice of stroke vy XL std 1 4 crank pin Crank pin nuts locks pecial short S amp S XL rod set td repro XL rod pair or set troker pistons 4 16 amp 4 2 pecial pistons your dimensions ord Fiesta pistons td 45 pistons pistons portster pinion cage new amp used 16 Sportster roller bearings Ain N 3 Nn Long base studs 6 longer base studs Special length base studs ictory T amp O
23. edges This reduces the reciprocating weight a bit but must be done very carefully The remaining beam structure will be much more than enough to support the RPM piston weight and power levels your motor will experience The picture is not a template but only a general guide the size Het placement amp number of holes is up to you Cylinders The cylinder spigots extending down from the flange bottom into the cases seen here inverted for detail must be notched for rod clearance Please note that the rods will need more room in the front amp rear only be careful to identify which side of the cylinder needs work 45 cylinders have the casting number as shown left in between the cylinders rear of the front cylinder amp front of the rear cylinder The top deepest part of the notch should not be a square cut use a big radius with no sharp edges and smooth the cut with a file amp c O O O O G C Relieve female rod here May 15 2005 Allow at least 1 16 around each rod at all points For example if the rod width is 4 add 4 C 16 each side for a total of notch width The corners at the bottom of the cut should be a small radius not square In the picture below the left image is how most stock cylinder flanges are clearanced in at least 1 place for rod movement now The right image notch size exaggerated for illus tration is a typical K or Sportster relief wider for the thicker beam
24. et ee oe Exhaust Guide The guide should be left heavier than the intake as it carries more heat The top can be tapered off to 16 as suggested at top of Page 3 Exhaust Guide Boss The boss can be narrowed by remov ing material from both sides only leaving the length intact Taper it on both sides with the long axis aligned with the gas flow roughly following a line drawn between the guide center and the 2 head bolt Making it boat shaped with the leading bowl end rounded and the trailing pipe end a smooth point This has the effect of streamlining the guide directing gas more easily around it with less resistance and flow disturbance by using the remaining boss to direct gas around the stem amp guide Exhaust Port The bowl of the port directly below the seat can be enlarged slightly to 1 45 ID with the cut going down into the bowl area about 2 Blend the bottom of the cut into the existing wall You will find that this increase in diameter helps the short side radius This is the curve on the side away from the bore that passes under the bolt hole and forms the roof of the port Page 13 of 40 The long side is the side closest to the bore which contains the guide and forms the floor The short side curve is too abrupt bend is very sharp and should be smoothed out to increase the radius make the turn more gradual The port contains some casting roughness
25. higher idle speed may be necessary to pre vent engine from stalling same reason more careful clutch operation will be required for getting away from a dead stop in general the engine will run slightly rougher at low speeds and be more prone to lugging slightly improved braking assuming the clutch re mains engaged as the brakes do less work slowing down the flywheels Shifting may be improved with practice as the engine will conform more rapidly to the rpm required after a gear change The engine will appear to respond to open throttle faster in neutral do not assume that it is safe to lean out your carb this effect will not occur in gear and in some cases slightly richer mixture will be required However it s worth a couple of HP in Ist gear very noticeable It doesn t add any RPM but it does RPM faster in neutral or develop more power from the engine it wastes less accelerating the flywheel Weight removed from the flywheel OD is more impor tant than knife edging hole drilling amp c because it s farther away from the center of rotation 4 Ibs off the rim the bike might not idle below 1 200 RPM and the tach needle will go off scale when you touch the throttle Sounds great faster but very annoying to ride especially in traffic Stock flywheel weight These factors suggest stock weight flywheels hot cams especially late intake closing and or high overlap big carburetor big
26. in flat head motors Transmission amp Clutch Hard shifting may be due to Loose chains Low transmission oil level Bent shift forks Loose transmission bolts Loose rear axle or adjusters Dragging clutch Big twin mainshaft end play is controlled by the ball bearing H D 9020 Try pulling in the clutch with the motor running see if the pushrod adjusting end moves in and out If you have more than a few thousandths your bearing is toast Miscellaneous Vibration may be caused by Loose axles Low transmission oil level Bent shift forks Loose transmission bolts Loose rear axle or adjusters Dragging clutch Always use a flat washer plus a lock under every bolt and nut std aircraft practice gt tri Bolt and stud threads must be long enough to show 1 threads minimum after nut is tight Always use Nevr Seize or equivalent product on any steel part going into aluminum or you may not get it out To disassemble a VL wheel hub use a 4x4 hub lug wrench Cut down the lugs with a Dremel tool to fit the VL hub nut 3913 30 The wrench fits a 4 drive ratchet and allows removal of a stubborn and rusty hub nut To buy the correct wrench just measure the hub nut OD and measure the ones at the Auto store until you get a close fit and then modify to fit nut My wrench is marked K D 2467 and I bought it at NAPA This wrench eliminates using chisels and punches which do more harm than good tip
27. is at approximately a 60 angle toward the gasket side of the intake relief The long Shallow Ys away from exhaust relief The outer edge of the relief must_not be too far away from the valve seat The chamber wall straight ens and steadies the gas flow so removing too much Specifications Cylinder Deep Dd away from intake relief NES Kpa 6 oe RR Fs leg is parallel to the valve seat and only 4 4 nearly flat to the gasket surface Limits The relief begins as an outer circle concentric amp parallel to the valve seat OD but larger in diame ter This means a flat ring L wide all around the valve seat On the deep side of both reliefs a 45 cut rises from this ring toward the gasket surface Moving outward from the valve the next step is a non concentric circle offset to the deep side of the relief Outer limits of reliefs around the valve seats are no larger than 6 before rising to gasket surface metal here and especially in the head will hurt both compression and flow Distances given are from the shaft of an installed head bolt to closest edge of the relief B3 is at the Wedge B7 amp B8 are around far end of bore no reliefs Intake Relief for UI KNS valve Maximum width of relief channels between seats and bore Page 16 of 40 45 Performance by VICTORY LIBRARY May 15 2005 5 Std 4 l ntake OD Exhaust OD 7 16
28. larger than 050 greatly reduce the motor s efficiency and make it more knock sensitive If the distance is more than 050 consider a light mill cut off one of the following surfaces in order of practicality please note that milling a non pop up head is not included cylinder head gasket surface cylinder base gasket surface crank case deck surface Balancing The wheels must be balanced use whatever pro cedure your balancer fee comfortable with This must be done accurately however due to the rod stroke ratio The balance weight large eccentric area opposite the crank pin hole may not be sufficiently heavy so some weight may have to be removed from the area near not at the crank pin hole The alternative is to drill holes in the balance area and fill them with Mallory metal a tungsten alloy even heavier than lead The difference between the steel removed and the Mallory metal installed adds weight but costs A less efficient alternative is to drill the wheels for the largest safe pipe tap pilot size thread the hole fill with lead and close with an allen head pipe plug Page 29 of 40 Vent the plug with a L drill to allow air to escape as the plug is tightened The plug should be flush or slightly recessed and peened over to prevent 27 NPT Pilot Drill Short Rod Flywheel Assembly A different method can be used to install 4 flywheels The additional stroke length
29. picked up from the case outward by centrifugal force to the rim where the scraper can catch it without changing the scraper position It also reduces inertial momentum much more than it appears The math to predict the effect is very complex because the weight acts only at its mean center of mass it s very difficult to locate and changes when weight is removed but I would hazard that removing 4 Ibs is worth at least HP Inertia varies with two major inputs speed and diame ter let s leave material as a constant Inertia varies proportionate to the square of the RPM and also proportionate to the 4 power of the radius This is why light weight cam pinions amp c are nearly useless too small and turning too slowly Higher reciprocating weight always reduces power but won t show up on a steady state dyno When comparing two flywheels or flywheel designs for the same engine the single most important considera Obviously there s a certain minimum amount of fly wheel inertial that should be present for several reasons idle stability tolerance of high compression cam overlap large ports amp c better clutch operation for low speed and traffic op eration fewer load reversals on the driveline during low speed better traction the carburetor s accelerator pump and off idle circuit settings are closer to real world damps vibration out some oil pressure is more consistent B
30. set in the piston and must be installed with the pin closest to the rear of each cylin der KB Silv O Lite can supply this in several sizes as 3126 The dome contains a shallow depression which should be removed for best results It s about 040 deep and a simple lathe cut will do this Be careful not to distort the skirt when mounting it and to make the cut flat to the dome surface Again a large fine flat file may be substituted by the careful craftsman Remove all sharp edges and lightly radius the dome The CD as supplied is 1 12 compared to the 45 at about 1 469 After the 040 cut to remove the depression the remaining height is about 1 080 The difference of about 389 requires a stroke increase of twice this figure or 778 to 4 5905 This will put the new piston very close to the original position as to deck height TDC the distance that the dome is below the head gasket surface of the cylinder Since this is generally not close enough to the head s squish surface some additional height is desirable about 040 050 in most motors With this figure added to the height the new stroke length is 4 67 4 69 or roughly 4 2 Unless some other adjustment has been made use the next larger stroke 4 and add a plate or shim about 060 to compensate May 15 2005 If you prefer a special shorter stroker piston can be made to your specifications by JE Arias Ven
31. surface uses 1 30 type aluminum head 16461 4X 30 80002 39 1939 WLDD Cs 120 39 front 120 391 rear similar to 1 20 but slightly thicker 80003 39 early 1939 WLD base flange has 2 manifold nut 1 16 ID intake port full width gasket surface std Valves 1 31 80002 39A 1939 WLDR late Similar to 1 30 but heavier casting with thicker base flange bigger fins 80003 39A 1939 46 WLD _ std Valves 1 40 80002 40 1940 41 WLDR As 1 31 except 24 nut 17 16 ID port std Valves 80003 40 2 00 80002 40A 1940A WLDR _ As 1 40 except valves closer to bore guides are tipped towards bore 80003 40A Special intake 1 2 Z exhaust 3 32 Z 02 4 1941 52 WR Similar to 2 00 but has 1 81 intake seat 1 16 exhaust seat 30 valve seat Z intake slightly closer to bore opening exhaust much closer to bore guides are tipped towards bore intake 1 2 Z exhaust 3 32 Z 16471 52 1952 53K KK Resembles 3 00 different casting but for 2 base studs under exhaust jem Pees ports 1 pipe fits over exhaust port stub guides are tipped towards bore different head bolt pattern 45 seat Z 4 01 1953 69 KR As 4 00 except ported amp relieved 30 valve seat Z 16473 54R KRM KRTT many other part numbers during 1950s amp 1960s 5 00 16471 69R 1969 KR Low As 4 01 except shorter head gasket to base gasket distance exact 16473 69R Bo distance un
32. the statute Recovery of damages including but not limited to lost revenue both actual and projected legal fees and costs and punitive damages will be asserted against the buyer and recipient s Buyer or recipient agrees to pay all legal fees and costs resulting from or associated with any claim or recovery for prohibited use of this material and to hold Jeffrey Diamond harmless from any claim third party claim or cross claim for injury damage or loss arising from this material No affiliation with or authorization by the Harley Davidson Motor Company is implied The names Harley Davidson Harley H D Servi Car and Sportster are shown for reference purposes only Page 1 of 34 45 POWER I Purpose This is the introduction to getting better perform ance from your stock 45 motor The information applies to 1937 73 solo W amp WL Servi Car G and military WLA amp WLC models I won t go into lengthy technical detail just tell you what works and how to do it I ll assume that you don t want to take your motor completely apart by completely I mean separating the cases splitting the Bad Rumors Let s throw out some of the nonsense that has been printed about 45 motors You can forget what you may have heard about Using UL 80 flathead cams they don t fit too many teeth on the gears Using Sportster cams they don t work only 267 lift less
33. the rear is helpful but not critical you will not only increase piston life and reduce cylinder temperature but you will gain power by removing the now un necessary front baffle If you remove the baffle and make no other provision for front cylinder lubrication increased temperature and wear will occur in street use Motors operated at racing speeds only appear to do well without baffles probably due to the high oil droplet content of crankcase vapor which is not present at moderate engine speeds At this point you must make a decision If you wish to leave the motor as close to stock as possible and not remove the baffle from the front or front amp rear cylinder s the motor will produce slightly less power as described above The dimensions of the pistons at least of the piston to be installed in the front cylinder will be different in that the skirt must be short enough to safely clear the baffle when the piston is at its lowest point BDC If you intend to or already have removed the baffle compare your motor to the picture I strongly suggest that you install some form of skirt oiling to the front cylinder The front stroker plate if used is an excellent place to install a skirt oiler The front piston will now look exactly like the rear piston in that the skirts must be short enough to safely clear the outside diameter of the flywheel rim when the pis ton is at its lowest point BDC This al lows approximat
34. to rotate the engine for ward only counter clockwise as seen from the left side to remove gear back lash If the position is worse you have the key offset facing the wrong way If the position is improved but not enough use a key with more offset If the position is now incorrect in the other direction the offset is correctly positioned but too large Several trials may be necessary for best results Be sure to make written notes on every change Select amp install the final key and assemble the engine Turn it over slowly by hand two full revolutions to check for piston to valve clear ance not required in side valve engines Re member that breather and breaker installations reference TDC and the flywheel timing mark not pinion shaft position so they will be accu rate if installed by the book However the physical position of the rotor and breaker will essary All engines have flywheels that balance out compres sion and power strokes maintain idle aid starting and re duce component wear If the flywheel is too light the mo torcycle requires more effort to start idles badly and is prone to stalling Weight is not the important factor here but inertia which is stored energy Flywheel inertia is stored when you rev the engine slightly before letting the clutch out this small amount of extra power helps in getting the motorcycle underway with minimal effort By borrowing power for a few seconds th
35. which can be polished out Be sure not to remove any metal from the machined 1 ID pipe receptacle located at the very end of the port stub If this is disturbed the pipe will not fit well and exhaust gas will leak until it RELIEVING Purpose The goal here is to improve the volumetric and thermal efficiency of the std 45 combustion cham ber in the following models 1936 73 R G W WL WLD amp WLDR This will be the limit of my subject matter other breathing considerations are discussed in other booklets What can you expect to gain from this work More power The motor will pull harder on top end much as it would with hotter cams but without loss of low speed smoothness or gas mileage Any 45 motor being re designed for high performance should be relieved Most people also experience a modest drop in engine temperature caused by increased exhaust efficiency The only draw back is the work involved and a slight loss of compression which can be compensated for if you wish see Page 8 This can also be utilized as a method of restoring the breathing amp cooling capacity of worn rusted or pitted cylinders that would ordinarily produce less power and run hotter After proper relieving they will per form better than new Definition Relieving is the traditional term used to describe improvement of gas flow between the valves and the cylinder by selective metal removal Most of this work is done on the head gas
36. with your finger tip for the head bolt holes and cut through at least 4 of the holes using an Exacto utility knife single edge razor blade etc Take a copper head gasket used in good condi tion OK and very carefully position it on top of the cylinder being certain to line up the bolt holes all around Now trace a line following the inside surface of the gasket Trim off the tape inside the gasket Carefully peel it back and discard Only the exposed surface may be relieved and the remaining tape will offer good protection against accidents If you prefer use Dykem etc coating the cylinder top surface as per product directions Spray paint may be substituted lightly spray the top surface from directly above Wait 5 minutes then remove the gasket In the case of Dykem you now have a line separating the area need ing work from the area that must_not be touched If paint is used only the painted area may be cut You may find it useful to apply masking tape to the head gasket pattern to protect it from accidents The area inside the gasket is the absolute limit to the reliefs in any case but please note that not all this May 15 2005 45 Performance by VICTORY LIBRARY area will be cut The bore outline that is not relieved B7 B8 etc should be chamfered at a 45 angle he deep by the wide especially if a pop up piston relief is ma chined into the head Removing additional metal that does not di
37. you ll need for your motor Even a stock size 45 meaning one with stock stroke and a normal piston oversize can use a larger carb to good advantage May 15 2005 A motor with big cams K manifold etc can successfully use a 38 Mikuni or factory Bendix Tillotson or Keihin I have also seen 14 SUs used early Jaguar etc such as H6 HS6 HD6 also Rivera Eliminator Remember that the demand of a 45 motor is noth ing like that of an overhead shovel Sportster etc even if the maximum power is close A hot 45 has much less low speed vacuum and will need much richer low speed circuits to operate in traffic Count on re jetting any carb that was used last on a bigger motor just because it works doesn t mean it can t be made to work much better Accurate jetting is worth more than a few extra millimeters of size If you re going to use a Bendix or Keihin get an adjustable main jet and the smallest low speed also called slow or idle jet you can find Combustion Chamber The very basis for the construction of the flat head or side valve motor is the Ricardo Principle patented by Sir Harry Ricardo around 1923 The idea was to design a combustion chamber that would per mit a reasonable compression ratio which would func tion with normal low octane gas which the previous IOE type would not do such as the JD amp Power Plus The problem is that when the plug fires the burn ing process should progress fr
38. 0 except 5 875 long stem 2 18070 55R 1955 68 KR i N Special body intakes amp exhausts are different 00 80200 41 1941 52 WR Flat amp wider contact surface on an angle to the body intake 1 Z ex haust 3 32 Z resembles an ice skate use only 3 XX cams all 4 tappets are different Similar to 3 00 flat except contact surface is 375 wide same as roller May 15 2005 45 Performance by VICTORY LIBRARY Page 33 of 39 we 18490 53R 1953 55 KRM KHRM tappet and at 90 to the body axis not tipped intended for use in std K blocks with special cams for this desert racer motor Tappet Blocks Type PartN _ Mo Dapon Notes 1 00 18605 30 1930 54 all std 2 bolt flange front amp rear are different accepts all tappet Types uses motors incl 1939 any screw on spring covers including VL amp UL 1930 38 roller slot 41 WLDR is approx s wide 01 186XX 55 1955 73 As 1 00 except has a small hole in rear of tappet bore for oil drain all std motors 80235 40X 11940 WLDR Same flange as 1 00 seals to special push on covers with O rings all N Special 4 blocks are different tappet bores are off set amp angled intake 1 Z exhaust 3 32 Z use only 2 00 roller tapp 3 00 80234 41 1941 52 WR Similar to 2 00 use only 3 00 flat tappets all 4 blocks are different set Valve Spring Covers in
39. 1 6 1 8125 for slightly better torque and a potentially easier installation The stem must be shortened from the lock end by Ya 750 Be careful if not enough is removed the stem is too long to permit valve adjustment If too much is removed the stem end will be below the collar surface If possible re harden the end with Kasenite it or simply heat and quench Dress the end square flat Parts Required Intake valve Specifications 1 875 OD Mfg amp Part NY TRW V2275 Definition amp Description 1 25 OD Top of the valve opposite the stem this part is inside the combustion chamber Small area between the valve seat and the face it s parallel to the stem Angled part of the valve or cylinder that forms the mating amp sealing surface The 2 seats align amp contact each other when the valve is closed Port area immediately below the seat roughly parallel to the valve stem Rod shaped part of the valve that rides inside the valve guide Disc shaped part of the valve that closes off the port when seated End of the port where it joins the intake manifold intake or exhaust pipe exhaust Removable metal iron steel bronze insert that the valve stem rides in Boss Raised area in the port that surrounds amp supports the guide Upper curved part of the port leading away from the bowl into the port stub when the cylinder is in normal assembled position Roof The breathing capac
40. 17 17 615385 1 3 gear clutch gear locked 1 000000 1 1940 Std Ratio Gear Tooth Counts Countershaft Gear Mainshaft Mating Gear 1940 Std Ratio RPM Loss on Shift Rao 1 RPM Drop to 2 RPM Drop to 3 2 609467 38 1 1 615385 38 1 1 00000 1940 Special Ratio Calculation Components H th S Temes O Rmo Search ea 15 19 doce 1000000 nd gear rd gear E A T Ratio EE E RPMDropto2 E 2 IIIA i Page 42 of 42 45 Performance by VICTORY LIBRARY May 16 2005 Service Tips Electrical Motor misfiring only under load but will rev OK under light throttle problem is probably electrical rather than mixture check for bad ground condenser coil plug wires closed points etc Easy spark timing check 1 Open the points with a clean screwdriver blade knife etc 2 Puta piece of cellophane cigarette pack etc between the points 3 Put slight tension on the cellophane as you slowly rotate the motor 4 The cellophane will pull free as the points open this should happen when the timing mark has just ar rived in the correct position in the timing hole Generator equipped bikes without magnetos must have a battery a capacitor is not enough To install a late generator 65A 58 etc with Ne screws in an early motor 4 screw holes Drill the cam cover amp right case half to 5 16 or Use 4 24 heli coils in the existing generato
41. 3 amp 4 different casting amp fin pattern idler boss for front drive magneto removable access plate 25720 50r on face of cam cover for magneto drive Part N Model Description amp Notes Intake only used with std exhaust cams asymmetrical lobe 80611 32 shape no specs 00 240 duration 312 16 lift large diameter journals for plain brass bushings JY G bs N a s 02 80610 39 1937 41 WLDR Intake only used with std exhaust cams asymmetrical lobe 80611 39 shape no specs R0600 39 1939 41 WLDR 1940A As 1 00 except 270 320 lift WLDR Special 11 25505 02R As 1 10 supplied by KNS Cycle as a regrind 2550X 59 1959 73 G GE GA 1 3 amp 4 identical to Type 1 00 above 2 has less undercut on cover side of gear 00 R0600 41 1941 47 WRO Duration 300 344 lift ball brgs on 2 3 amp 4 in cam cover lobe peaks are nearly flat on top for use with flat tappets onl E in cam cover flat tappets onl 3 00 255XX 53 Similar to 1 10 but 344 lift 2 cam gear wider than 45 all lobes are tapered intake 1927 Z exhaust 3 32 Z 3 10 255XX 56R 1952 56 KK KHK As 2 00 except very broad lobe concave hollow flanks 375 ene 9 lift all lobes are tapered gt 00 255XX 53R 1953 55 KRM Similar to 3 00 but has plain journals for flat tappets only all KHRM lobes are tapered 00 25499 53R 1953 69 KR KHR As 3 10 except 2
42. 4812 37 and through bolts at A amp C 4080 With even longer strokes or heavier and or longer rods modification to these fasteners may be needed In some extreme cases the original bolt or stud holes are closed with alumi num stock and or heli arc and new holes are drilled located farther away from the rod path to allow deeper reliefs If the new fastener is NAS quality ARP amp c a slightly smaller diameter will work OK 7 mm instead of 7 16 as long as its installed torque meets or exceeds the original Small radiused channels can be cut into the inside case walls in the shape of a V to direct drain oil down into the main races Remove any obvious flashing casting roughness amp c and clean very carefully to remove debris Glass beading is not pre ferred here as the beads cannot be com pletely removed and will eventually wind up in the oil system Use walnut shells plastic media amp c Connecting Rods The female rod must be relieved in the area where the male rod shoulder seats when the rods are held together as shown Page 40 Using crayon amp c on the male rod beam will show the area to be trimmed A carbide cutter in a die grinder is the fastest method Do not re move any more material than necessary be sure to blend in the cut to the remaining surface S amp S amp Carrillo rods are already relieved but check to be sure The female rod needs 020 025 side cleara
43. 498 S 4 25 N 2 C 4 HP 130 race 78 street For comparison take a technically superior Kawasaki motor the 4 cylinder double overhead camshaft 4 carburetor big bore short stroke KZ1000 620M B 70 S 66 N 4 C 4 same as H D HP 137 race 82 street Doesn t look that good now does it They should both produce about the same power But doesn t that make the Kawasaki better It does the same work with less displacement No it s supposed to The The Kawasaki s power is the result of physics not better quality as the formula shows By the way side valve motors such as the 45 K and U Series have also been given another allowance to make up for their restricted breathing and low com pression AMA Class C racing permitted 50 more displacement for a side valve when competing against an OHV or OHC motor This means that the correc tion factor for theoretical power for a 45 is not 4 but 2 3 of 4 or 2 67 2 67 50 4 The math for a 45 B 2 745 S 3 8125 N 2 C 2 67 HP 55 race 33 street The KR motor easily beats that over 60hp in 1969 using regular gas A K Model is rated 32 hp So even Harley Davidson s oldest types are better than you thought Stop apologizing and be proud of what you ride Harley Davidson does not have the advantage of size Z Rotor The original 45 oil return lower pump amp breather assembly shown
44. 5 64 _ Timken Threaded As above but no seal TABLE B Right Pinion or Timing Side Crankcase Half 112 29 Brass Main race ID None No generator drive 112 32 i 112 406 E 61 1940 47 Roller Snap ring As 35 but snap ring seal F 74 1941 47 channels 245XX 65 74 1965 68 Timken Threaded Large flat bearing boss VIN Motor Years Cams Bearing Notes on Physical Appearance Char Size Used Brg Type Seal Horizontal generator drive on right side 112 37 W G Roller Main race ID 1 Cast in Return pump cavi 37 but snap ring seal gt n 112 39 W G 1939 57 As 39 with drains from tappet block holes to crankcase interior e Tp alll aia AA Main race ID 2 Similar to above but ball Snap ring bearings 245XX 52 45 1952 53 Main race ID 13 Unit construction cyl Snap ring inder oil feed holes in top deck surfaces 45 1953 69 Ball Main race ID 2 As above but ball bear Snap ring ing 245XX 54 KH 54 1954 56 14 Brass Roller similar to K 7 KH 245XX 57 X 54 1957 Snap ring Main race ID 1 2 rocker oil feeds from Y 27 NPT threaded holes near tappet C blocks no oil holes in deck 4 Z S Q 2 S 7 Main race ID 2 As above but ball bear Snap ring ing 4 Brass Main race ID 1 Horizontal generator 0 1935 36 None drive on right side 4 0 Roller Main race ID 1 Cast in _ Return pump cavi Roller A
45. 95 315 395 440 lift various grinds see amp e following tables very broad lobes ball brgs on 1 3 amp 4 in cover all lobes are tapered Note all 3 XX 5 XX cams above have tapered lobes exhausts are tapered more than intake Note all cams listed above are suitable for roller tappets only except as noted wn Page 36 of 39 45 Performance by VICTORY LIBRARY May 15 2005 KR C 25499 61R Duration Front Intake 324 010 Duration Exhaust 282 010 Duration Rear Intake 319 010 Intake Lobe C Line F 82 ATDC Exhaust Lobe C Line 99 BTDC Intake Lobe C Line R 84 5 ATDC Lobe Separation F 90 5 Overlap Front Lobe Separation R 91 75 Overlap Rear 117 Rear Intake Opens 75 BTDC 42 ATDC Intake Lift 337577 KR E 25499 62R Lobe Separation 192 5 intake Opens TU BIDC Intake Lift 395 375 Duration Intake p12 010 ntake Lobe C Line 90 ATDC Exhaust Lobe C Line Overlap 66 ABDC Exhaust Closes 42 ATDC Intake Lift Exhaust Lift 375 pr 3 E E E ron o gJ Q m x os L G 2 5 oO 5 N a Duration Intake 312 010 Duration Exhaust __ 280 010 ntake Lobe C Line 90 ATDC Exhaust Lobe C Line 98 BTDC Se l 9 Intake Lift 410 Exhaust Lift S J amp K 25499 69R Duration Intake pir 010 I
46. C or 8125 raises the piston farther up towards the top of the cylinder TDC by 50 of the stroke increase 40625 and farther down BDC by the other 50 as discussed previously The usual method of coping with this is a shorter piston The method I will explore here is to remove most of this height from the assembly by using a shorter connecting rod set Please note that this is only a method of avoiding use of an expensive specially made custom piston and is most effective when used with WR WLDR or K Model cylinders due to their large intake ports A motor with std cylinders will last longer and breath better with std length rods The S amp S Special stroker flywheel set uses a spe cial crank pin but will accept any XL rod pair The std XL rods are the same length center of race to center of pin bushing as all 45 WR K or KH How ever there are other lengths available see Table on the top of Page 5 The S amp S 7 113 long rod pair is the one I will explore It is available from S amp S as 34 7901 amp 7902 bare male amp female rods These rods are super strong but must still be checked for this stroke length relieve the female rod mouth as shown in the previ ous diagram This crank pin is unique to the S amp S 45 wheels a rod set is not directly available However these rods can be fitted by S amp S to the correct crank pin on re quest The rod length is 3245 just under H shorter than the o
47. KH amp c installa tion They will be only be useful in motors where size is the sole consideration The top ring s placement Page 24 of 40 45 Performance by VICTORY LIBRARY will also limit the maximum depth of the intake relief channel the ring must not pass into the relief but should be at least 030 below the deepest part of the relief TDC Do not use a piston with a shorter CD than you need this is extremely important The motor will assemble without problems but will have no power overheat and refuse to respond to adjustments The KH piston is not a stroker piston and will not help you Truett amp Osborn Piston T amp O can supply a piston in std bore and 010 020 030 040 050 060 amp 070 oversizes with the proper compression distance and skirt length to safely accommodate their FU 16 amp 4 stroke flywheels The skirt length will clear the front cylinder baffle and the deck height will be approxi mately the same as stock These pistons can be used with longer but not shorter strokes by using small stroker plates amp c Ford Festiva Piston The 71 Ford Festiva 1988 94 with Mazda supplied 1300 piston is 45 std 050 The piston pin is strong enough just the wrong diameter at 787 but a new pin bushing with this ID can be made amp substituted for the original bushing or the piston honed to H D size The piston pin is off
48. Reer 220 OSS TR a AS Sil E RER EET AT VS rrr SS oe ae EEE L ar e ee ne 3 TORT LORE Presents ee ea p eee Y a e E Ao ie ee L a ee We we Se ic lt Ee TE c Se STRESS tye se roe LK a T Sa Ses Ss Another Selection From The VICTORY LIBRARY The Finest in Harley Davidson Technical Literature Post Office Box 133 West Hempstead NY 11552 0133 VICTORY LIBRARY also offers these other booklets all prices are postage Super Tuning Amal Concentric Carburetors and Intake Systems for British Motorcycles want more 17 95 performance from your older Triumph BSA Norton Royal Enfield or Matchless OHV pushrod or side valve single twin or triple with Amal Concentric carburetors Already have Amal carburetors but don t know how to adjust them Doesn t run right and won t respond to the changes you ve made Can t make any sense of the xeroxed generic 40 year old instructions This booklet will help you Super Tuning Amal Monobloc Carburetors and Intake Systems for British Motorcycles want more 17 95 performance from your older Triumph BSA Norton Royal Enfield or Matchless single or twin with Monoblocs Already have carburetors but don t know how to adjust them Doesn t run right and won t respond to the changes you ve made Can t make any sense of the xeroxed generic 40 year old instructions This booklet will help you Mikuni Tuning for Harley Davidso
49. The short side curve roof of the port stub is too abrupt bend is very sharp and should be smoothed out to increase the Page 12 of 40 45 Performance by VICTORY LIBRARY radius make the turn more gradual Do not simply bevel this up to align with the seat the larger the radius the better The port contains some casting roughness which can be polished out Intake Valve An oversize intake valve should be fitted see Page 14 If the new valve is larger than 1 1 75 such as the KNS 1 1 875 oversize or K Model it s possible to cut the new seat at a 30 angle in prefer ence to the original 45 seat which improves flow Enlarge the entire throat to 4 below the seat to 1 650 and blend the cut into the existing wall curvature The valve itself oversize or std can be improved by narrow ing the seat face to 080 wide with a back cut at a very shallow angle as small as 7 This cut should just touch the stem to head radius and remove the greatest amount of metal from the back of the valve head This reduces weight and improves flow Try to make the valve look more like a T in cross section Grind off any raised numbers or marks on top of the valve The outside edge where the face joins the margin at the top of the valve should be left at a sharp 90 angle no radius or bevel Polish the top Intake Seat The seat as fitted for the std valve is cut at a 45 angle the
50. VICTORY LIBRARY THE FINEST IN HARLEY DAVIDSON TECHNICAL LITERATURE POST OFFICE BOX 133 WEST HEMPSTEAD NY 11552 0133 45 Penfotmanuce Introduction Thank you for selecting this booklet It represents roughly 35 years of curiosity research and experi mentation with the Harley Davidson 45 engine I assume that the reader is already familiar with motors in general and has personal experience with Harley Davidson 1937 73 45 VIN letters W or G side valve motors in particular therefore no attempt will be made to explain the various technical terms used With some interpolation the information is poten tially useful for other similar motors but I have no experience with them If you have questions about another engine or installation please consult another source This is not a repair manual and does not contain instructions on how to tune a stock engine or make repairs The information presented here is believed to be accurate and reliable and is honestly offered to assist you in obtaining the best results from your 45 engine This material is copyright protected Copyright 2005 Jeffrey Diamond all rights reserved The copyright claim is asserted for the literary content of this book as well as drawings or photographs attributed to the author ISBN notification and Library of Congress submission pending at the date of notice Legal notice This sale constitutes a limited use agreement
51. W Intake Valve Preparation All milling on the cylinder s top gasket surface for repair Or compression increase must be completed before the new seats can be planned A slight mill cut by Bridgeport etc off this surface is strongly rec ommended as a preliminary step This increases com pression slightly but most important reduces the piston to head clearance TDC to a smaller figure Generally taking between 030 and 050 off here will correct the sloppy original factory tolerances and put the piston 040 050 below the head s quench surface TDC Page 10 of 40 45 Performance by VICTORY LIBRARY 1 32 Radius Top Corner acid 45 Standard valve shape Face ibai aiad as Margin Seat a adius L Stem May 15 2005 Remember to include the head gasket s com pressed thickness in your calculations This will also elevate the highest side of the existing seat area to flush with the gasket surface This increases compres sion very slightly and reduces the amount of work to relieve this area The edge of the new seat is also closer to the bore opening so that the relief is shorter less work again If you examine your aluminum head carefully you will notice that the intake valve pocket is larger than the valve head but may not completely clear larger valves as is and require minor trimming The head diameter can be slightly reduced on a lathe etc to
52. WwW D N WwW g 2 z E 24534 52 K 45 1952 53 Timken Unit construction transmission service None reguires crankcase disassembl A ae 1953 54 Ball Main race ID 2 Very similar to 1952 53 24534 54 54KH1001 279 early 1954 Timken Very similar to 1952 53 K 54KH2620 None 45 late 1954 69 Ball Main race ID 2 Unit construction trans 54 late 1954 56 Snap ring mission is serviced through access trap door 245XX 54 54KH2621 54 late 1954 56 Timken Very similar to 1954 69 KR S6KH None Sportster all 245XX 57 X XL XLH 54 957 66 por ot FTRT Sportster kick start onl RER akati 1958 69 Ball Main race ID 2 Very similar to 245XX Snap ring 57 but ball bear 1967 69 Timken Sportster electric start large solenoid Snap ring K but ball bearing F o nN N eN O None bulge on top of transmission case 112 30 930 36 Roller Main race ID 1 4 Case drain lever 112 37 74 80 1937 39 Cast in Similar to 112 30 but no crankcase drain 112 402 j U 74 80 1940 48 Roller As 37 but snap ring seal Snap ring Type Cs N VIN Prim Motor Years Bearing Seal Notes on Physical Appearance Character Size Used 112 35 1936 39 Roller Cast in Main race ID 1 112 48 E 61 1948 52 Roller Snap ring Main race ID 1 2 Wider top deck F 74 surface than 112 406 with oil drain No oil drain in decks 24547 55 195
53. a loose set all 015 or more try to average them out don t put both the tight compression rings in one cylinder You may wish to use the next oversize ring set that is use a set of 020 oversize rings with your 010 oversize pistons etc This will tighten up the end gap more than you think Adding 010 to the ring size will close up the gap by 031 formula for circumference of a circle C TI D In all cases this will require you to carefully file or grind material from the end of each ring in order to obtain the proper minimum end gap If you don t have a ring compressor use popsicle sticks or something soft to get the rings in not a screw driver Even small marks on the rings perma nently damage them Compression All side valve designs are limited to fairly low compression by the chamber shape More compres sion will help up to about 6 5 1 if it can be done without hurting breathing Besides high compression heads another way this can be done is by milling some material right off the top of the cylinders For some very complicated reasons this works better than you think The amount to remove is just enough to leave 021 between the top of the cylinder and the top of the piston at TDC This will bring the piston to 040 of the un derside of the head when at TDC assuming a head gasket thickness of 019 use you own gasket thick ness to do the math If you re going to put in fresh pi
54. able in hobby amp craft stores as model airplane stock K D brand This can be cut to size with a razor saw or even shears 2 pieces about 3 wide by 4 4 long is enough for both plates Commercial quality plate is suffi ciently parallel that surfacing shouldn t be required but check to be sure Note that the Ye cylinder base stud hole pattern is not square but rectangular The spigot center hole must be large enough not to contact the cylinder mouth 3 00 is fine I suggest that the fit amp placement of the stud holes can be slightly tighter than found in the cylinder flange for a snug fit Setting the Deck Clearance Regardless of whether you have chosen to use modified std 45 pistons with stroker plates stroker pistons or a combination of both proper positioning of the pistons TDC cannot be done by mathemati cal prediction alone The final adjustment should be made by actual measurement of the components to be installed before final assembly The piston dome s distance from the head TDC the squish or quench distance is critical to the engine s life power and efficiency The deck height in a negative deck non pop up motor is how far the top of the piston dome is below the top of the cylin der s head gasket surface TDC The remainder of the squish distance is the head gasket thickness which is about 019 with copper gaskets The deck height in a positive de
55. ace Dome Top Gasket Surface Dome Top In all three of the illustrations above the piston dome and cylinder head gasket surface have been placed at the same deck height for comparison Note that the modified std piston View 2 has its piston pin at the same height as the stock piston View May 15 2005 45 Performance by VICTORY LIBRARY View 3 Stroker piston with reduced skirt length and shorter compression distance stroker plates not needed Gasket Surface Dome Top Compression Distance 1 the difference is the shorter skirt for flywheel and or baffle clearance BDC Compare the lengths at the piston s bottoms This piston must be used with a stroker plate to compensate for the compression distance Page 23 of 40 The 3 piston View 3 is a custom product can t be made from a std piston note that the skirt length matches the modified piston View 2 but its CD is shorter than the previous two Compare the heights from the piston pins to the piston tops This piston doesn t require a stroker plate For motors without baffles both front amp rear pistons will look alike and the skirts only need to clear the flywheel rim BDC Since the stock pis tons safely clear the baffle now with stock stroke and the baffle is about 25 28 thick you may not need nt face Missing Arc Fa to remove very much from the bottoms of the skirts of both pistons Check the
56. aches when the engine is rotated at full advance A magneto is a good way to burn a hole in your wallet but only helps at very high engine speeds A used magneto is a dangerous purchase unless you can see it run in a motor don t buy one at a swap meet they re expensive to fix Don t bother unless it s cheap May 15 2005 45 Performance by VICTORY LIBRARY Stage I Coil The original coils are terrible by modern stan dards Get yourself an Andrews Action or Accel high performance unit This is also a good time to consider going to a 12 volt set up more voltage at the plugs stronger generator output and makes bulbs easier to find too Spark Plugs All aluminum heads and all iron heads up to 1955 or so use the 18 large spark plugs The correct plug not only fits the hole but has the right heat range for the motor s intended use amp power output There is no single proper plug for your motor for best results use the right plug for each job For break in amp traffic use NGK A6 equivalent to H D factory 3 For parkway amp high performance use NGK A7 equiva lent to H D factory 4 If they come out black amp dry check your carb black amp wet you have an oil prob lem 2 different colors you have an air leak in the cylinder with the lighter colored plug find it amp fix it Do not over tighten the plugs 25 ft Ibs is plenty For full throttle use racing keep a set of A8 equival
57. aster in neutral do not assume that it is safe to lean out your carb this effect will not occur in gear and in some cases slightly richer mixture will be required Connecting Rods If you wish the sides of the rod beams can be polished along their length not across to remove potential crack forming surface irregularities Don t remove a lot of metal only enough to get a smooth not perfect surface The rods should be shot peened afterwards if possible Additional lubrication for the lower end can be had by cutting filing or grinding small notches 020 deep by 060 wide across the outside of the big ends of the rods See the picture in the Stroking section Bearings A small improvement can be made to the pinion side bearing assembly by simply reversing the outer cage and installing 24 250 x 270 rollers in place of the 12 250 x 550 used prior to 1955 There is no gain in bearing area but the shorter length of the May 15 2005 45 Performance by VICTORY LIBRARY new rollers permit more mis alignment of the fly wheels without scoring or edge contact as may occur during rpm ranges of imbalance or extreme power This same idea was used in the big twin beginning in 1954 and continues through today Balancing Due to its relatively light pistons amp rods and the large rod to stroke ratio 1 95 1 the 45 does not suffer as badly as larger H D motors from inaccurate balancing However
58. be 0035 The new valve spring collar is too large to enter the std 45 cover Since the std 45 valve spring seats on the inner ring remove the outer ring completely If using 14 special springs omit this step 1 25 x 030 TRW 623201 S Porting There is no larger replacement nipple available but a skilled machinist can re thread the port or bore it out to take the next larger WLD UL nipple The original nipple can be enlarged die grinder etc to about 1 28 ID If you enlarge the nipple ID you will have to trim or remove the button or inner head of the rivet This will compromise its original function no longer in tension and reduce it to a mere locating dowel as well as a potential air leak If a nut amp seal will be used you must leave the rivet body stem in place as this prevents nipple rotation when the mani fold nut is tightened Page 11 of 40 It is not possible to enlarge the nipple ID to match the port diameter which is larger A smooth transition is the best we can do here If the port can be made clean enough Marine Tex JB Weld DevCon or silver solder lead brass etc can be added to form a fillet or radius here This material will come out if not attached to a surgi cally clean surface In extreme cases the nipple can be entirely removed and a new stub or exten sion such as an EL WLD or UL nipple threaded or inserted into the enlarged opening
59. case halves are common indicating that if done legally a replacement right crankcase half has been acquired and installed to replace a damaged or obsolete original The left VIN bearing crankcase half must always have a bottom number consistent with the VIN with the remarks above applying Removal of these numbers generally by grinding does not technically fall within the scope of prose cution under the altered VIN statutes but certainly it is useful as physical evidence of intent to defraud either by destruction of evidence contradicting the improper VIN or by falsifying evidence with the presence of a re stamped bottom number Item 4 Serial Number The serial number also referred to as the VIN contains three Data Items Last 2 digits of Year Primary amp Modifying Characters Title Sequence starts 1000 They will appear as a stamped recessed below the surface impression high in the exact order shown No Items will be absent I believe that VINs begin at 1001 for each engine type not in a continuous sequence throughout the produc tion year There may be 40U1257 and 40E1257 each the 257 motor of its Primary Character sold that year but not 59XLH1483 and 59XLCH1483 both the same Primary Character Sportsters of Type I The numbers used 1930 68 will all have appearance as shown in Diagrams The serial number has several purposes 70 SIR wit Proof of ownership this is the sole ide
60. ck pop up motor is the depth of the piston dome recess in the cylinder head plus the head gasket thickness as above minus the distance the top of the piston dome is above the top of the cylinder s head gasket surface TDC Please note that WLD WLDR WR K amp KH motors used silver paint was as a sealer instead of head gaskets Deck height measurements must be very accurate and allow for gasket compression If this distance is less than 016 negative deck motors thin shim stock or thicker spacer gasket amp c must be installed S amp S 1 Special amp S Special Std 1 00 T amp O 45 Chief or 1954 KHR T amp O 45 Chief or 1954 KHR Connecting rods S amp S use some version of the XL rod set These are available used repro heavy duty super duty and Carrillo in order of price Various lengths are avail able 6 926 7 113 7 4375 and 8 00 not in all types The Carrillo s extreme beam width will not fit with the longer stroke lengths Page 26 of 40 Flywheels S 45 Performance by VICTORY LIBRARY under the cylinders to get a minimum of 035 be tween piston and head It is extremely important that the piston miss the head TDC by a very small margin The absolute smallest safe distance is 035 Distances larger than 050 greatly reduce the motor s efficiency and make it more knock sensitive If the distance is more than 050 the piston is below deck by
61. clearance yourself to be sure Skirt clearance between the front amp rear pistons BDC The leading forward facing skirt of the rear piston will strike the trailing rearward facing skirt of the front piston at or near BDC The trailing skirt is the major thrust surface and must be left as long as possible Cut the leading skirt of the rear piston with a die grinder or Dremel finished with a large fine 1 2 round file The picture shows the rear piston s front face after the cut has been made The actual cut will be an inward curve actually an arc of a circle with a radius of 2 the bore diameter roughly 1 for the 45 the mirror image of the skirt that will pass by it Enough metal must be removed to allow a medium paperclip about to pass between them as the flywheels pass through BDC Remove any sharp edges Remember that the pistons can t be reversed faced the other way or interchanged front to rear now Mark the domes with an arrow for forward and F or R with a china marker Special Stroker Pistons For zero deck no pop up heads there may commercially available pistons worth adapting in tended for small cars and larger Japanese motorcy cles The 45 bore size is 69 72 so look for bore sizes from 70 72 The domes that I ve researched are too short from the top ring land top the dome s upper surface to be used as pop up and therefore cannot be used in a pop up WR K
62. courtesy of Greg Fit tro AMCA Thread sizes Heads bolts Knucklehead flathead 74 amp 80 45 1940 73 Head nut 45 1929 39 some later Servi Cars Panhead shovelhead K amp KH model Star hub brake drum lug Cam cover oil pump tappet block screws 1930 76 Fork stem Big twin 1930 36 Big twin 1936 Single 45 K early Sportster Later Sportster Handlebar end threads 1931 35 big twin 1931 39 45 1936 48 big twin 1940 57 45 Zerk fitting 1924 45 clutch lever 1941 73 Gas tank top screw 1918 35 all 1937 73 45 Cylinder base studs Big twin 1930 83 to case Big twin 1930 83 to nut 45 K Sportster 1929 85 to case 45 K Sportster 1929 85 to nut 7 6 16 NS Nat l Special 34 16 NC Nat l Coarse or USS 7 6 20 NF Nat l Fine or SAE 6 14 NC 3 g 20 NS 4 24 NS 1 24 NS 1 24 NS 24 NS 1576 24 NS 1376 24 NS 24 NS 5 6 32 NEF Nat l Extra Fine 16 28 NEF 1159 32 NS 176 14 NC 16 20 NF 16 NC 24 NF Note same cylinder base stud pattern is used on all big twins 1926 83 Gas tank petcock 1940 65 18 NS Are Harleys That Bad The myth is that Harley Davidson motorcycles are fun patriotic valuable but inefficient and obso lete They appear to produce much less horsepower than an equivalent J ese bike and are therefore inferior This is not true A fair evaluation cannot be made solely on the basis of displacement 1000 for exam ple regardl
63. d allows the engine to oper ate at a lower speed without lugging chain snatch amp c There is also a problem where the engine speed is not regular the speed of rotation is not constant throughout the 720 cycle A single cylinder or an engine with very high compression or a light flywheel will almost stop TDC and BDC be very slow after 90 ABDC on compres sion and be fastest around 45 90 ATDC on the power stroke This is not only uncomfortable and breaks parts in new ways load reversals on cam gears oil pumps rollers but adds new time factors to the cam lobe vs tappet equa tion This condition persists into the high RPM ranges only recently discovered through SpinTron use As the number of cylinders rises the cyclic variation drops immediately with results decaying as the number of cylinders increases with almost no detectible difference be tween 12 and 16 cylinders A V12 with a heavy flywheel and 7 1 compression will have almost none of these effects Cast iron doesn t damp vibration very well but more of it is certainly going to help and more flywheel where most of the weight differences are will have a very slight effect against flywheels flexing due to gyroscopic stability the spinning flywheels can be moved vertically horizon tally or laterally without effort except the actual static mass but a gyroscope strongly resists out of plane force Unfortunately that also includes banking and turnin
64. d will make a clunk sound If bad try 1 more test Press out the rod races and try again it may pass this time A loose or cracked race will cause the same symptom as a bad rod To straighten a big twin rod don t bend it in the motor the factory now deprecates this method as it ruins rollers etc Use an old Glide fork leg cut down a few 001 K KH Sportster except XR1000 1 XA OHV big twin 936 1972 7 46875 OHV big twin 1973 1983 7 4375 Oil System After an oil change or long storage be sure your oil feed pump is not air locked air bubble obscuring a passage Remove the oil pressure sending switch and kick the engine over until a steady stream of oil comes out this bleeds the pump To remove a bad flutter valve 25350 37 from a 45 or UL cam cover If the triangle plate is gone the hole behind it is a good fit for a 4 40 tap Tap it thru then I have a nice socket head 4 40 cap screw that I put thru the backside of a counter bored do hickey counterbored slightly larger and deeper then the valve assembly being pulled Turn the screw till the valve lifts out File the stake marks out of the cover first with a curved file to help courtesy of Steve Lemay Resurrection Cycle Works Temperature Use Marvel Mystery Oil in the gas 4 oz per 10 gal about 1 oz in a 3 gal tank is OK This reduces en gine temperature slightly and also provides additional lubrication to valves and guides especially
65. dge B3 which should match amp cover the triangle of flat gasket height surface of the cylinder bounded by the intake amp exhaust reliefs and the gasket outline If the existing Wedge is smaller than this area or the point is irregular add heli are to correct this A light surface cut or mill is necessary to correct warpage if welding has been done Pop Up For motors with pop up 1948 51 WR K KH and converted 45s some re shaping of the last edge of the trans fer where it touches the dome relief cut is helpful Undercut the wall slightly with a 4 radius cutter so that the curve ends point ing down This is a 1948 51 WR head If you wish a major re shaping of the transfer will be help ful but very difficult If your pop up relief cut is already done you will have to clean it up a bit when you re done If you haven t done it yet make it the last step The transfer is the scooped out curved area above the piston that directs gas down into the bore This cannot be removed but its size shape and location and that of the squish ledge above the piston can be dramatically altered without loss of effective gas flow area This is done by adopting the pattern used in the factory pop up motors and transferring it to the mating surface A great deal of heli arc welding is required here so a head already damaged by water ring breakage etc is an excellent candidate Do not attempt this unless expert we
66. e dome The new CD should be less by the stroke increase except as noted There is presently no specific stroker piston available for the 45 For motors with pop up heads 1948 1952 WR 1952 56 K KH or modified 45 heads with a dome relief cut in the head which I strongly recommend custom pistons can be made to your specifications by JE Arias Veno lia Wiseco etc The illustration Page 32 View 1 shows a generic 45 piston at Top Dead Center TDC Please note that the dome is below the cylinder s head gasket surface which is true for all 45 motors except 1948 52 WR The two dimensions that require examination here are the compression distance CD how tall the dome is above the piston pin not the cylinder and the skirt length how long the piston is below the piston pin The additional stroke length causes the piston to rise farther up towards the top of the cylinder TDC by of the stroke increase and to retreat farther down towards the flywheel s rim Bottom Dead Center BDC by the other 4 The latter down distance can be fixed by shortening the bottom of the piston skirt There are other methods but they aren t applicable to this installation The former up distance can be cured by either of 2 methods 1 Shorter stroker pistons are specially made or adapted from another application with a shorter CD than the stock piston s by approximately the stro
67. e balance don t worry about it Don t limit your choice to normal over sizes they can make any size at all suggest an in between size slightly smaller than the next oversize such as 045 rather than 050 so that the 050 rings will be tighter allowing you to set the final end gap by hand If you go through the deck height steps you ll have a pre cise figure to include with your sample piston so the instructions to the manufacturer will be something like need 2 pistons for a Harley Davidson Model W air cooled side valve 750cc 45 V twin exactly like the enclosed sam ple except for the following changes 1 reduce the compression distance by XXX 2 shorten the skirts by Y Y Y 3 the final bore size is sample 045 or exactly 2 800 amp c Positive Deck Pistons It s important to keep in mind that re designing the motor allows you to make other improvements as well The most impor tant of these to increase the efficiency of the combustion chamber Positive deck pistons which I strongly recommend can be used by modifying 45 heads with a dome relief cut in the head May 15 2005 45 Performance by VICTORY LIBRARY This adds power and torque to any size motor and is well worth the extra trouble to calculate the measurements and do the machine work No factory race or high performance side valve motor including the Indian 45 Sport Scout 74 Bonnevi
68. e engine has to develop less to move from a standing start Once the clutch is completely engaged inertia can no longer be borrowed the motorcycle can only use what it produces in real time Regardless of engine speed or change in speed power is used to accelerate the reciprocat ing weight from dead stopped TDC amp BDC This power is completely lost as heat twice in every 720 cycle Any power the engine develops must accelerate the flywheels before leaving the sprocket shaft and any used in bringing the flywheel up to speed is not available at the rear wheel This will not show up on a steady state or rear wheel dyno or simple desk top dyno program but is detectable in a transient dyno that accelerates the engine at a specific rate 300 or 600 RPM per second are common In any event all flywheel weight reduces acceleration except for when the clutch is slipped There is no engine change slightly to achieve this Flywheel weight speed or other condition where extra flywheel weight in creases acceleration However let me clarify something that is frequently mis stated and or mis understood The power a engine de velops is not related to flywheel weight Heavy flywheels do not make more torque this is completely fictional The power is merely stored by the flywheels and they only have what is diverted from the primary drive Under steady state conditions no speed change more inertia is more comfortable an
69. e lean Models AA m 239XX 32 37 3 8125 3 16 stroke 1 00 crank pin holes 875 47 shaft holes motors larger end of tapers Pinion side drilled for oil all flywheels gad 80338 39 As above but lighter casting 150 406 150 408 80339 39 WR KR 11 10 239XX 54R 11954 KHR As 1 00 except 4 5625 4 16 stroke holes 2 10 239XY 55R 3 11 239XX 81 As 3 10 except for commonized tapers on shaft holes Page 34 of 39 45 Performance by VICTORY LIBRARY May 15 2005 Crank Pin Bearing Assemblies Type PartN Model Description amp Notes 1 00 24370 29 1937 73 Ya rollers 36 in 4 identical steel cages 12 550 long in 2 facing zai all std motors cages for Male rod 12 270 in each side of Female rod cages are 12 slot 1 00 ID 1 44 OD 1939 41 WLDR 46 rollers 54 in 4 identical steel cages 18 518 M 36 256 F 1 1 1941 48 WR cages are 18 slot 1 25 ID 1 56 OD 340 wide a mang s rollers 54 in 4 identical steel cages 18 480 M 36 238 F KR KH cages similar to 1 10 but slots are shallower 2 00 24370 54 1954 56 K KH he rollers 51 17 M in 1 closed aluminum cage 34 F in 2 closed 1957 XL aluminum cages 3 00 24370 55R he rollers 51 17 M in 1 closed aluminum cage 34 F in 2 closed XLR XR aluminum cages Connecting Rods e 4275 32 1937 73 all std motors 7 4375 7116 center to center Length female big end 1
70. e top of the piston dome and the underside of the head in very close proximity allowing only a safety margin to allow for heat ex pansion and component flexibility As the gas be comes excited by the combustion process these two surfaces approach each other and the gas loses heat to them very quickly this is part of the reason why aluminum heads are so helpful Finally the distance between them becomes too small for any volume of combustible material to remain the previous gas volume has been squished across the chamber back towards the plug to be burned normally This turbu lence mixes the gas very efficiently which improves the percentage burned hemi motors such as the shovelhead and Chrysler are fairly bad at this Pistons Unless the cylinders have been milled you should be using WR K or other high dome pistons such as 22255 52A to improve your compression and com bustion efficiency If your cylinders head gasket surface has been milled by at least 050 you may be able to get by with standard type 45 pistons check to see that your deck clearance is 060 or less remember to allow for your base gasket amp head gasket thick nesses Try to use pistons with 16 compression rings as these provide a better seal at high engine speeds There is some advantage to preparing the skirts with Kal Gard Piston Kote easy to apply bake it on in your toaster oven This reduces skirt scuffing amp friction s
71. ed on a roller type cam Valve Springs Any motor with improved breathing will develop power at higher speeds than the stock unit In order to Page 8 of 40 45 Performance by VICTORY LIBRARY allow proper valve action at higher rpm a stiffer spring is needed The 18201 52 spring set which is about 30 heavier than the standard spring offers some help in this area but even more tension is defi nitely useful If you have the larger 1930 38 VL UL covers you can use the super duty springs Crane Crower etc For this one you will also need some of the UL spring stack parts The bigger covers screw right onto your tappet blocks and are very attractive but will require clearance grinding on your fins and cylinder base flanges Valve spring efficiency is directly affected by the weight of all reciprocating components including the tappet adjuster valve collar and locks The locks are best left as is both for safety s sake and because very little material can be removed The remaining components can all be lightened to some degree and I strongly suggest that this be done in all cases Since the 45 does not use rocker arms there is no bending or wiping motion exerted on any component and there fore they can be lighter than the comparable part in a pushrod motor without fear of breakage or loss of proper valve action The size of the hex on both the adjuster amp lock nut can be reduced by careful grind ing It
72. ely 25 28 longer skirt on the front piston If in doubt it s safe to shorten the skirt in any case Pistons The problem is height The additional stroke length causes the piston to rise farther up towards the top of the cylinder TDC by 50 of the stroke increase and to retreat Page 22 of 40 45 Performance by VICTORY LIBRARY farther down towards the flywheel s rim BDC by amp the other 50 E The latter down distance can be fixed by shortening the skirt of the piston below the piston pin reducing the fly gt wheel s diameter increas ing the rod length or any L combination of the three 3 The former up distance Aa cures include taller cylin E ders stroker plates f spacers under the cylin ders shorter pistons shorter rods or any combination of the four There are no taller cylinders for the 45 except 1954 1956 KH which are very helpful but are not discussed here and stroker spacer plates would have to be extremely thick to make up this distance which will interfere with the intake manifold valve covers 2 1 exhaust spark plug access head steady valve stem length amp alignment etc A shorter piston will have the up distance removed com pletely or partially depending on which other components are modified from the piston s compression distance CD This is measured between the piston pin centerline and the top of th
73. emove all grinding marks remember that those run ning in the same direction as the gas flow are relatively harm less but the ones that cut across this line are bad If you must leave any surface roughness end with light strokes in the same plane as the gas flow parallel to it Head Heads are sometimes marked outboard of the mating surface with a number to identify the compression ratio I assume you re using aluminum heads which are only made in High amp Medium ratios If a 2 digit number is present this is the chamber volume in cubic inches 4 5 High 6 1 com pression or 5 5 Medium 5 1 Original aluminum heads may also be marked on the right cam side with the actual ratio 5 or 6 Both heads must have the same volume amp ratio after all modifications are completed Welding If any welding is to be done to repair plug thread mating surface or fin breakage do this first Milling for compression mating surface truing etc can be reserved for post relief to balance out chamber volumes or raise the final compression ratio to the desired level Page 17 of 40 For extreme efforts additional aluminum may be added to the walls to close up the chamber especially around the valve pockets both to improve gas flow and increase compression If you find that the wall of your head is more than Lc away from our planned relief outline you may wish to do this Especially important is the We
74. engine and or transmission sprockets highway gearing high compression open exhaust heavy chassis or rider frequent passenger sidecar amp c For most casual use the heavier flywheels is preferred it s just slower What would I do Ask around for com ments on known mods rather than pick an arbitrary dimen sion If you re not sure too heavy is a far safer choice than too light RACING SPECS This Table applies to all standard model 45 Harley Davidson models 1937 73 Female rod end play between wheels 015 020 Flywheel end play in cases 015 018 Main roller clearances 0012 0015 Crank pin roller clearance 0015 Piston ring end gaps top compression ring 016 minimum 2 compression ring 012 oil ring 012 Cam end play 005 007 up to 34 by test onl NGK A6 break in amp traffic A7 for parkway A8 for racing Plug gap 025 battery amp coil 020 magneto Deck clearance 035 minimum 060 maximum Valve lash add 002 to std to be safe Lubricate both chains thoroughly check for tight links Raise tire pressure by 2 4 lbs Add Marvel Mystery Oil to the gas per can directions Be sure the battery is fully charged Check cylinder base nuts for tightness 45 Bore amp Stroke This Table applies to all 45 amp 55 Harley Davidson models D R W G K amp KH 1929 73 3 he 4 he Alig 4 fe 4 he
75. ening 3 10 1948 52 WR Aluminum 16 bolts wide gasket valve reliefs close to bore 090 R0010 48 deep relief above bore for piston dome 4 00 166XX 5X 1952 67 K KK 6 5 1 K or 6 8 1 KH aluminum different bolt pattern than 45 KR 1954 56 KH different casting with deck connecting fins together 14 plug ma KHK KHR thread 150 deep relief above bore for piston dome many different part numbers and variations As 4 00 except different squish ledge shape As 4 00 except different pop up relief for radiused dome on piston Valves Intake Type Pant NZ Model Description Notes S O FS 18070 32 Intake 1 625 1 diameter head 45 seat Z 3 stem diameter WL WLD WLDR 5 53 long 1 10 1807X 52 1952 53 K As 1 00 except 1 8125 1 6 diameter head 2 Co 0 80163 41 1941 52 WR As 1 10 except 30 seat Z 1953 54 KR 21 18071 41V jall 45 amp K 1937 73 As 1 20 by KNS Cycle 1 875 1 diameter head thinner head with small special stem to head radius As 1 20 except stem fits all 45 if correct guide or sleeve is used Tappets Type Part N 8490 29 1929 73 Roller tappet design steel body interchangeable in 1 0X tappet blocks all std motors also used on VL UL 2 large holes through the body for weight saving 10 18508 52R 1952 KK As 1 00 except 3 holes through the body Larger internal id for lighter KHK KR KHR weight 807X 54 1954 56 KH As 1 1
76. ent to H D factory 5 around use these when you try out different jets etc Gap them at 025 for best power 030 for traffic use Magneto only 020 Carburetor If you have a W or G motor with 1 Linkert or small Tillotson 1937 73 M 16 M 18 or DC etc get rid of both the carburetor and the manifold What you want is the 1936 52 solo L amp military mani fold looks the same but bigger and bolts directly to your cylinders You can improve it a bit with a little grinding amp polish L ing inside remove most of the sharp edge splitting the flow between the 2 legs to the cylinders make a smooth radius instead A spacer between the carb amp manifold helps a bit This manifold takes the 1 4 Linkert such as the M 88 M 41 M 51 etc Find one with a 1 i venturi as a minimum see my Linkert Book for a complete list of carb numbers Most of these carburetors will work well with no modification and are a big step up from the smaller unit If you have a 1 4 set up and want more get or make an adapter to install a 1 4 or 1 SU MG Midget Sprite Volvo Herald etc 32 or 34 Mi kuni Dell Orto or Amal Tillotson Bendix or Keihin Page 3 of 40 Don t try to use a 1 or 2 SU S amp S or Weber Certain 1 Linkerts are good but be very careful about which one you use Don t run without an air filter unless you like rebuilding motors K amp N
77. enter stud nut clearance cut is tangent to the number boss separating the year amp primary VIN character from the title sequence see D 16 In some motor types such as the W amp G the boss will show a connection with the nut for the stud men tioned above in its upper center In late 1936 39 E type and all U type motors two ears or lugs appear above the boss approximately 1 apart In the U type they align the carburetor support bracket and may no longer be necessary however if they are missing or ground down the boss may have been altered see D 16 Examining the Boss for Alterations When examining an assembled motor in some crankcases only part of the exterior of the left crankcase is open to scrutiny the casting number is either inside the crankcase or inside the area covered by the primary cover This is unfortunately true in the most valuable and frequently stolen motors the 1936 69 E amp F types Fraud This does not even begin to explore the frauds involving non existent numbers how to detect fake based on case castings how high could a number be per year which left and right combinations are possible bad stamps welding Anyone who objects to making a rubbing or pic of the VIN is a liar There are no records of what numbers were actually made before 1960 only the total volume is known About 1 3 to 1 2 of the stuff I see for sale has bad number stamps and of the ones that appear genny some are good b
78. er cylinder head and exhaust pipe Bad throttle response from a big carburetor go richer Good valve head color as a mixture indicator tan to brown intake red exhaust white exhaust is hot lean or both To tighten early intake manifold nuts 45 K amp big twin 1930 54 leave the cylinder base nuts loose so that the cylinders can be slightly rotated into alignment until the thread on the 2 nut engages Remember to re tighten the base nuts securely after installing the manifold Excellent non factory base nut wrench automotive starter wrench Craftsman Snap On Mac etc Wrench sizes for manifold nuts measured across the flats 1940 68 WLDR WR K KH KR 1940 54 OHV big twins 4 bolt manifolds 2 1930 48 V amp U Series 1936 39 OHV 1939 WLD 1932 73 45 std models Crankcases When assembling the cases in any roller bearing type motor pre Timken big twin OHV amp side valve 1917 54 all 45 amp singles no K Models or Sportsters you may have to use end play collars of 2 completely different sizes rather than splitting the total end play between 2 washers Try to get the beam of the male rod centered between the case halves within 015 Connecting Rods To check for a cracked or broken female connecting rod suspend it from the small piston pin end with a piece of thread and strike the big end sharply with a metal object A good rod will ring like a bell a bad ro
79. er to use the matching cylinder front or rear This is easy to mix up as the tracing will fit both if flipped over Do not remove any metal from the point of the Wedge that separates the intake amp exhaust pockets This is necessary to direct flow out of the bowl amp seat area as the valve opens Do not use the head gasket as a guide here Leave the actual mating surface of the wedge completely intact although the walls of the pocket may be straightened With the mating surface up amp absolutely horizontal cut the chamber wall straight back to match the intake relief on the deep side cut is 90 to the mating surface Do not cut the pocket back to the head gasket outline The exhaust relief shallow side will be closest to the mating surface will probably fall inside the existing cham ber wall but check to be sure Again do not move the wall of the pocket back Do not touch the mating surface at all between B5 B6 B7 This area does not need help and the squish area must remain as large as possible Cutting the wall back vertically to the existing edge of mating surface not the head gasket surface be tween B5 B6 may help a bit if you need to lose some compression but don t move the edge back The pocket or recess for the intake valve must be deep enough for the valve to go to full lift see your cam specs 120 The exhaust valve pocket only needs full lift 080 These figures are not fo
80. ere is no easy method of dealing with this as the cam shaft and gear are one piece However the following idea may prove useful The pinion shaft key aligns the oil feed passage in the pinion shaft with the transfer hole in the right flywheel which supplies oil pres sure to the crankpin By a happy coincidence the key s dimensions are very similar to one used in automotive applications the Chrysler LA small block V8 camshaft drive Keys are available for this application with various degrees of offset where the top is shifted slightly laterally sideways from the bot tom causing a partial misalignment These keys may be easily modified to fit the H D installation This allows fine tuning of the cams without regrinding The offset will cause the entire cam gear train to be ro tated forward or back depending on which way the offset is installed at the same point of flywheel rotation This is not easy to do as it requires disassembly of almost the en tire engine but no expense or modification to the cams themselves Closing the intake valve sooner increases cylinder HD 23985 12 Timing the cams pressure and torque by trapping more compression but loses some peak power closing it later has the opposite ef fect A change of 4 or more should be noticeable less than this may not be of much use More coarse adjustment may be made by jumping the cam gear one tooth forward or back on the pinion gear and fi
81. ess of motor type Dr F W Lanchester one of the earliest true geniuses of the internal com bustion engine analyzed this problem 90 years ago and correctly decided that comparing motors on the basis of size only gave an unfair advantage to motors with more cylinders and favored those with larger bores and shorter strokes He devised a formula to allow motors with different numbers of cylinders and different proportions to compete on a fair and equal basis with the superior product to be determined by the execution of its individual design amp construction regardless of bore and stroke His original formula needed only slight modification to be accurate today HP B S x 5 x Nx C In plain English the horsepower of a motor is equal to the Bore taken to the 1 65 power times the Stroke taken to the 5 power times the Number of cylinders times a Constant representing the quality of material available type of fuel barometric pressure temperature etc I ve arbitrarily chosen to value C at 4 for a race motor and 60 of that or 2 4 for a street motor to return a realistic number For those of you who ve forgotten their math ve used superscript to indicate powers B is B squared or multiplied by itself B is square root of B Today s pocket calculators make easy work of this i Using this formula an Evo 80 81 7 motor has its theoretical power calculated as follows B 3
82. except as noted The degree of similarity can be deduced by a comparison of the Type numbers i e 2 00 and 2 01 are very close whereas 2 00 and 3 00 are quite different perform the same function May 15 2005 45 Performance by VICTORY LIBRARY but cannot be directly interchanged Wherever practi cal the same Type number will be used to indicate parts in the same stage of development that were originally used in combination For example a WR head and cylinder are both listed as Type 3 amp c In some cases this is obviously impossible as with manifolds amp c The type of part number used by H D has varied over the years Always present is the characteristic a number sequence indicating the function of the part all modern crank pins have similar numbers as in 239XX After this characteristic a hyphen appears then the Ist year of use This may not be the earliest year the part can be used retro fitting is some times possible see the specific listings for details I have used the type of H D part number consis tent with the age of the part wherever practical to make searching lists for these pieces easier In the 1930s a 5 digit number was used with the 1 digit being 8 indicating a racing part then the identifying characteristic then the hyphen and ending with the year For example a WR intake manifold is 81107 40 The next type began in mid 1940s with a 5 digit numbe
83. f you think seriously you might reach 90 mph and you have a 24 tire you ll need a 30 tooth motor sprocket using the stock rear wheel sprocket This is a better set up than a 27 tooth sprocket and 26 tire as it will launch harder even though the over all gearing comes out very close Run the motor as cold as possible If it starts easily shut it off while waiting to run Run high pressure in both tires In the front it reduces rolling resistance In the rear it makes it easier to light the tire this is what keeps your rpm amp power up for best acceleration The more cam timing you have the faster your motor must turn during take off Page 9 of 40 An auxiliary hand lever for the clutch may make for better control during take off Run the highest octane gas you can find as protec tion against detonation in the event you guess wrong on mixture or spark etc Rich up your idle amp part throttle settings to allow for best response when you snap the clutch out You ll also need a bit extra for a cold motor BIG INTAKE VALVES Purpose Any 45 motor being re designed for high performance should be use larger intake valves What can you expect to gain from this work More power The motor will pull harder on top end much like with hotter cams but without loss of low speed smoothness or gas mileage Rather than search for obsolete factory high performance parts such as WR or K intake valves we will use a
84. flange facing down to top of leg vertically 45 manifolds 1 00 1 01 2 00 3 00 are 37 64 3 11 wide across the legs V amp U Series manifolds 2 01 2 02 are KEL 3 22 wide across the legs N 2 N WwW Ww Carburetors TREE REE AA pe R 1937 52 WL 1 Linkert M 41 51 52 with 1 16 venturi 1937 48 UL not M 88 90 p5 2712X 37 1937 46 WLD As 1 00 except with 114 venturi M 41L 51L amp c 1937 48 ULH 2712X 40 1 Linkert with 1 venturi M 25 35 36 amp c N 01 2712X 40 940 48 EL FL As 2 00 except with 17 16 venturi M 45 75 amp c 27146 52 952 53 K KK 1 Linkert with bombsight venturi M 53 2 S l 1 As 3 00 except with 1 16 venturi M 53A Al KH KHK 271XX 50 1 Linkert with 17 16 venturi M 74B modern air bleed design similar to M 53 00 1940 65 WLDR WR 1 Linkert MR 4 with bombsight dual venturi KR KHR MR 3 amp MR 3A earlier MR 4A later Ww gt Ww U3 gt Le gt Page 38 of 39 45 Performance by VICTORY LIBRARY May 15 2005 The exact timing of the cams can be modified some what When an engine is rebuilt or assembled from parts the rotational position of the pinion shaft and stack may not time in to the H D factory speci fications The cams and or breather assembly may be out of time due to stacked production tolerances Th
85. flathead Servi Car 45 solo army bike flathead K model flathead Sportster KH model flathead Sportster ironhead Sportster 55 883 900 ironhead Sportster 61 1000 Large 4 Cam big flathead V VL VLD 74 called 80 in error big flathead VH VHS VLH 80 1935 36 80 1300 big flathead U UL 74 called 80 in error big flathead UH ULH 80 1937 41 80 1300 Single Cam E knucklehead EL 61 61 1000 F knucklehead FL 74 1941 47 74 1200 panhead FL FLH Hydra Glide Duo Glide 1948 65 74 1200 Electra Glide 74 generator shovelhead FLH Electra Glide 74 1966 69 74 1200 Note only Types II amp II are referred to as big twins although some parts interchange with Type L Some Type I motors Evo Sportster 1100 amp 1200 are larger in displacement than some Type IM motors 61 EL Legal Adaptations amp Conversions It is possible to use not only non matching left amp right crankcase halves i e numbers don t match but crankcases are from the same motor type but to install a right half from the same motor type but manufactured considerably earlier or later A clever builder can potentially use a right half from a different motor type How much work is required is determined by the degree of similarity between the motors but generally the Family Rule Data Item 2 above applies Table C Possible Adaptations Simple adapt K type cylinders amp heads e
86. g the motorcycle Road racing where DNF is always a possible is a venue where flywheels weight has less value The power lost to accelerating the flywheels varies as the square of the gear ratio so tall high top speed close ratio gearing has less effect than street or drag use and most time is spent in the upper gears in any case For extreme performance flywheel weight can be radi cally reduced Flywheel inertia is not directly proportional to flywheel weight it s possible to have a light flywheel with much more inertia than a heavier flywheel A lighter flywheel assembly substantially increases acceleration but roughly proportionate to the square of the overall gear ratio individual gear ratio x primary drive x final drive 1 gear is always the biggest difference and it s greatest with a strong high number 1 gear such as the wide ratio trials sidecar amp c and high numerical overall gearing A low numerical viz close ratio 1 gear receives much less benefit from this not to mention the lower torque from re duced gear multiplication Machines with tall gearing don t get much and no one sees a big change in high gear However it s worth a couple of HP in 1 gear very noticeable It doesn t add any RPM but it does reach high RPM faster in neutral or develop more power from the en gine it wastes less power accelerating the flywheel as sembly Removing weight from the sides on an angle directs oil
87. he text B1 Head Bolt 1 the top motor mount bolt on both front amp rear cylinders to give you a better idea of where we are B1 B2 B3 are around the intake seat B3 B4 B5 are around the exhaust seat B6 B7 B8 are around the bore The head bolt numbering sequence will be counter clockwise on the front cylin der and clockwise on the rear cylinder so that the same bolt will refer to the same area on both cylinders The preferred tool is a die grinder Dremel etc equipped with a 1 4 carbide or abrasive bit Once the general shape of the pattern to be followed is under stood anyone with a steady hand and good judgment can do a decent job I will deal with the cylinder head and compres sion as separate topics Cylinder Preparation All valve guide valve seat and compression mill ing work must be completed before you begin reliev ing In most cases it is desirable to install slightly larger KNS Cycle K Model etc intake valves Not only will this improve the breathing by itself but also elevate the seat area to flush with the gasket surfaces The new seat is shown in the photo gt This increases compression a bit and reduces the amount of work to relieve this area cc oS am gt E gy o Py Ly oe a May 15 2005 The edge of the new seat is also closer to the bore opening so that the relief is shorter less work again If you examine your aluminum head carefully you will notice that the inta
88. he number is found on the left crankcase half directly above the sprocket shaft below the center crankcase through stud and centered between the front amp rear cylinders as shown left 1937UH In this area a rectangular boss is cast into the crankcase metal slightly raised above the surface approximately 25 16 long by 4 high It is always visible above the primary cover chain case Appearance of the Boss The surface of the boss is as cast and should show no polishing grinding filing or machining marks The grain structure and coarseness should match the aluminum of the parent crankcase casting surrounding the boss The edges of the boss are not sharp but slightly rounded to blend into the parent crankcase metal The boss protrudes approximately he from the crankcase surface The characters are all of uniform PR height and are accurately placed vertically parallel but may not be on the same horizontal line in other words the tops amp bottoms may not exactly line up Since the length of the boss is fixed the characters will be more crowded when more of ien appear but the stamped characters will be centered and the length of blank space appearing before amp after the characters will be the same on either side of the boss the numbers are never placed at one end of the boss with blank space at the other In some VIN types such as K Servi Car G and Sportster XL there may be a blank space where the c
89. heel as well Clean amp dry all three parts thoroughly and assemble Lightly tap the pinion shaft with a block of wood etc to seat the taper The shaft must not wiggle or click If it rocks at all the key is not fully seated and more metal must be removed probably from the bottom curved section Key offset CCW Key offset CW retarded advanced The oil hole alignment between the pinion shaft and the right flywheel must be modified to allow full transfer of oil suggest the flywheel be modified as the material is softer and the shorter passage is easier to clean Elongating the hole with a Dremel die grinder etc in the direction of the offset by the same amount should be sufficient Use Brake Kleen etc and then compressed air to be sure to get the debris completely out A trial assembly does not have to include the upper end parts if your flywheel degree mark is accurate The flywheels must be assem bled amp trued cases should be closed the cam chest assembled tap pets amp blocks in place etc but the following steps should not be nec Std key set flywheel end play set cam end play install breather unless relevant install idler amp generator gear install breaker A complete rotation of the engine 720 two full turns should tell you whether the problem is fixed A degree wheel on the sprocket shaft and a dial indicator on the front intake tappet is the usual method Be sure
90. icle with a title to the VIN The vehicle is legally the year shown as the 1 2 characters in the VIN However the crankcases may also be sold to a dealer for service replacement pur poses in which the intent was for the dealer to repair a damaged motor with the new crankcases After 1948 a slightly different code is used the bottom numbers will appear as follows Prefix Code Last 2 Digits of Year Hyphen Production Sequence beginning with 1000 A numerical prefix appears before the year as an engine type reference Remember that engine type does not invariably indicate displacement VIN letter type or external appearance Crankcase Bottom Number Prefixes refix VIN Primary Character Single cam big twin OHV 74 Rs wee E Single cam big twin OHV 61 Gea Ai nis a U eer Tia ore WHEE 2 ai E gt See Ea ee ae For example a 1963 Sportster may be numbered 763 3128 7 for Sportster 63 for 1963 and the 2127 motor pair produced that year I do not know if production numbers begin at 1000 for each engine type or if the 1 set of each year is 1000 and the sequence continues regardless of motor type The production numbers will always exceed the total num ber of vehicles or motors produced that year due to discards from errors crankcase sets sold as replacements etc so the VIN will always be a lower number than the production number except possibly for the very 1 motor made each year Non matching left amp right crank
91. ion of all VICTORY LIBRARY U Series power amp speed booklets including 17 95 strokers porting big valves 12 subjects British Transmission Ideas comments hints amp shortcuts to installing an early non unit British 4 spd box from a 8 95 Triumph BSA Norton Royal Enfield amp c in your 45 solo for hand clutch amp foot shift operation better acceleration amp c with 15 charts amp 22 illustrations The 45 Magnum comments on installing 900 1957 71 iron Sportster OHV cylinders amp heads on a 45 lower 8 95 end for killer performance and appearance very complex requires heli arc welding machining and frame modifications Includes dimensions list of required parts illustrations and diagrams Chrysler Poly Performance is the definitive booklet on obtaining the best speed amp performance from your 1955 17 95 66 Plymouth 1955 58 Chrysler 1955 58 DeSoto or 1955 66 Dodge V8 poly wide block motor Your obsolete poly is capable of surprising speed amp power without loss of reliability It s the most complete do it yourself literature you can buy to get the most from your poly motor Before making any decisions about modifying or even rebuilding your motor get the best help available and do it right the first time The following titles are still in progress with completion and sale expected in 2009 Don t order these yet e mail sales victorylibrary c
92. is 53 which allows a movement of about 4 in either direction to be observed A second dot or 2 small dots 1 above the other amp c at 10 BTDC may be useful This should be between the TDC and 30 marks Crankcases The cases must be a matched pair If the bottom numbers do not match machine the deck surface main bearing bore motor mounts amp c Bore the case mouth s straight through to remove the baf fle s completely The mouths should be radiused at the bottom with the curve ending at the exact placement of the cylinder spigot This will improve cylinder oiling and reduce pumping losses The scrapers should clear the flywheel OD by no more than 005 010 if possible Remove amp discard the original base studs soak them in Kroil Rustbuster amp c for 24 hours first Lightly 1 32 counter sink the stud holes before installing the new longer studs Very carefully draw a large flat fine file over the deck sur face of the mated cases to be sure that the deck has not pulled up around the studs If so carefully reduce this area flush with the deck Perform the same operation on the cam cover gasket sur face amp case mating faces only to remove high spots Install S amp S XL or H D factory 16830 54 1954 1971 KH amp 900 XL or 16830 72 1972 1985 1000 XL cylinder base studs also use flat washers amp high quality base nuts For best results a assembly is used to determine the point
93. is is not part of our discussion However note that ALL motor sprocket sizes are a compromise speed against power The smaller sizes 27 29 for a solo greatly improve accel Stage II Aluminum Heads If you don t have them get them They re a bolt on for any cylinder that uses uc bolts not studs If you can find 6 6 is stamped on the right side use them if they re 5 stock 1940 45 amp mili tary mill them to 6 specs take about 120 off the gasket surface Use copper head gaskets Check your parts manual for all the hardware you ll need Re member that the head bolts may bottom out when your heads are milled measure before installation you may need a small washer as a shim above the Stage III Pistons Even if you use stock pistons remember that how well the cylinders are prepared will have a big effect on your power I prefer the last finish to be done with a Flex Hone 2 180 SC Use only honing oil or Page 4 of 40 45 Performance by VICTORY LIBRARY eration but reduce cruising speed amp top speed in crease engine noise vibration amp wear and generally reduce rider comfort Most of my customers report that they are happiest with the largest size they can find 33 tooth can still be found 34 is the largest available unless they never use the machine on the parkway The standard method of determining the maximum safe engine rpm is to calculate the point at which the pis
94. is preferable to shorten the valve stems as much as possible first and then trim the adjuster when the proper length for correct lash is known the stem is a solid steel bar 312 diameter the adjuster is only 270 The diameter of the stem below the guide can be reduced on a lathe very carefully remember to allow for your lift don t touch the area on the tip end of the lock groove and polish well as a last step Part of the threads at the bottom of the adjuster can be cut off once the length necessary for a proper valve adjustment is known of course leave enough to properly anchor the adjuster in the tappet body of course A carbide drill could be used to remove a few molecules by hollowing out the center of the adjuster Metal can be removed from various areas of the tappet body The collar can have material removed from its edge by drilling to scallop away round holes this is done by positioning the point of the drill immedi ately adjacent to the outer rim so that the drill diameter falls inside the rim causing a semi circular cut this may also be carefully done with a die grinder etc A total of 4 holes is generally used this still leaves sufficient metal to adequately support the spring without flexing A substantial improvement to both weight amp flow can be had by sleeving the existing guides down to 316 ID and using custom stainless valves with 3 16 stems May 15 2005 Manley does this s
95. ity of the std 45 cylinder casting numbers 120 36 front amp 120 361 rear is chiefly limited by its design not by the size of the ports Once relieving has been done additional flow capacity can be added by improving the efficiency of the ports Intake Port The intake port begins where the intake manifold ends The manifold is attached to the port with a nut and male threaded nipple approximately 1 19 ID The nipple threads into the port and secured by a rivet The rivet protrudes into the ID of the nipple and disrupts flow a bit May 15 2005 Valve collar Crane 99916 45 Performance by VICTORY LIBRARY and smooth with a file then garnet paper etc Some additional work can improve the valve a bit see the following pages for more details The lock groove is slightly too far away from the valve head and will not provide enough spring ten sion For a stock or nearly stock cam add 090 total shim thickness to each spring stack inside the upper cover or between the cover and guide flange For more cam lift deduct the added lift from 090 to get the shim total new cam 375 std cam 312 differ ence is 063 Subtract 063 from 090 027 shims In any case the springs must have at least 020 between each of 3 coils when the valve is fully open total 060 before all coils touch each other If this is not done parts will break The valve stem clearance in the guide should
96. ke increase May 15 2005 The skirt is usually shortened by the same amount so the piston is shorter from top to bottom than the stock piston by the full stroke increase 2 Stroker plates are flat spacers usually aluminum that resemble the cylinder base flange and are installed in be tween the cylinders and the crankcase to raise the cylinders This places the top of the piston dome with the new stroke at the same position relative to O the cylinder s head gas ket surface deck height that the stock piston was with the original stroke The stroker plate thickness is approximately the same as the CD adjustment on a stroker piston the stroke increase Since a base gasket is generally used between the cylinder base and the crankcase the gasket thickness should be subtracted from the plate thickness for calculations The gasket is frequently paper 002 and should be meas ured compressed after tightening the base nuts for the actual thickness Do not use this drawing as a template not to scale In some cases a combination of a thinner stroker plate and a different stroker piston may be used The total height adjust ment remains the same it s simply achieved by splitting the adjustment between two components Stroker plates will make the entire motor taller and also separate the front amp rear cylinders slightly This growth will slightly interfere with the intake manifold 2 1 exhaust spark O
97. ke valve pocket B1 B2 B3 is larger than the intake valve head and will clear most larger valves as is or with only very minor trimming The first step is to get the correct tools An air die grinder is fastest also most likely to cause mistakes An electric die grinder is fine Sears Craftsman Indus trial model is an excellent buy for the money just a bit slower A Dremel is going to take longer due to the smaller motor The best bits are carbide don t bother with high speed steel etc as they will quickly become dull and are available in a wide variety of shapes I use a 4 cylindrical bit for roughing out work They re expensive but unless you drop it it ll last a long time and cut through iron like cheese For small curves radii etc you may find abrasive bits helpful I use 1 ball amp 1 2 cone shapes a lot Crater and abrasive cartridge rolls of various sizes are useful for finishing work use low speed for these You will not need finer polishing material than 240 grit as a satin smooth finish is quite sufficient You must wear eye protection when doing this work for obvious reasons Be sure to use ear protec tion as well shooting muffs etc Wear a dust mask abrasive dust is hard on the lungs Layout Begin with an absolutely clean gasket surface Completely cover the gasket pattern with a single layer of duct tape use a rolling pin etc to make sure it s firmly attached Feel
98. ket surface of the cylin der the balance in the head itself The basic idea is to form channels to guide amp direct gas along the correct paths so that all the gas entering the port may be drawn into the cylinder and out again of course with minimal restriction but without removing any more metal than necessary To give you a better idea of the shape of the re lieved area picture the gasket surface as a river map as seen from above Gas must flow easily from the intake valve seat into the bore opening then back to the exhaust seat The deepest part of the intake relief will lead from the deep side of the intake seat to the edge of the bore The exhaust relief will lead back from the bore to the deep side of the exhaust seat Page 14 of 40 45 Performance by VICTORY LIBRARY carbons up Do not drill the rear exhaust port to hold the pipe in place The screw will rust amp vibrate loose and cause the hole to crack and break the casting Best method is to weld braze a small tab chain side plate is excellent to the back invisible side of the pipe Drill a hole in a thick part of the cylinder above the port Use a 2 stroke expansion chamber spring to hook the 2 together Paint the end of the pipe with maple syrup before assembly this will carbon up immediately Diagram A page 4 shows all 8 bolt holes num bered in order of their placement in the cylinder and references to the bolt locations will be made in t
99. known 16471 54 1954 56 KH As 4 00 except 375 taller 16473 54 KHK 16475 54R 1954 56 KHR As 6 00 except ported amp relieved 30 valve seat Z 16476 54R_ KHRM KHRTT Valves Exhaust Type PartN oda AA WA api e Naes AA O stem diameter 5 59 long 00 As 1 00 except 1 56 17 16 diameter head 20 18080 55R 1955 68 KR As 2 10 except 16 stem 00 1808X 54 1954 56 KH As 2 00 except 5 875 long stem WIN mss Sala a Page 32 of 39 45 Performance by VICTORY LIBRARY May 15 2005 Heads art N 9 36B 6 1 compression iron fastened by s studs amp nuts to cylinder 10 36B 1937 39 WL 18 plug thread marked 4 5 80009 36 As 1 00 except polished chamber 80010 36 1937 38 WLDR 20 16692 40 1940 46 WL WLA 5 1 compression aluminum bolts stamped 5 military 16695 40 WLC casting 119 39 119 391 21 16681 39 1947 52 WL As 1 20 except 6 1 compression stamped 6 16683 39 30 80009 39 1939 WLDD 1940 6 1 aluminum 16 bolts wide gasket surface 80010 39 46 WLD 1940 41 no indents between bolt holes 1939 41 WLDR does not use head WLDR gasket 2 00 80009 40 1940A WLDR As 1 30 except valve reliefs close to bore opening similar to 3 00 80010 40 Special except smaller intake valve relief 3 00 1941 47 WR Aluminum 14 bolts wide gasket surface 80010 41 Valve reliefs close to bore op
100. lding is available The remaining alteration will be very time consuming and is best left to ex perts with porting tools Alignment To best way to accurately locate each head onto its cylinder is to lightly bolt them together with the gasket you re using for a template in place using all bolts Reach down into the cylin der and scribe a mark around the bore onto the head with a marker Disassemble and inspect is the mark accurately placed If not back off on all bolts and try to wiggle the head a bit When you believe it to be as good as possible re assemble and drill 2 holes in diameter through the head amp gasket and x into the cylinder deck surface Ideal places for these are near B1 and between B5 amp B6 The depth will be about YA 74 total Try to get between the fins and in the center of the gasket width 2 old dull broken hg drills or pieces of drill rod are now used as locating dowels Page 18 of 40 45 Performance by VICTORY LIBRARY to be sure every assembly goes together the same way it also exactly places your gas ket template on the surface for accurate transfer These dowels will not be used when assembling the motor remove them after snugging down the bolts a bit An outline should be scribed or marked on the mating surface using the same head gasket as a template Inboard of this a tracing of the actual relief area is transferred from the cylinder to the head Rememb
101. lle amp 80 Blackhawk Chiefs was built without this feature after 1948 If given a choice between stroke alone and stroke pop up go with pop up The only available H D factory positive deck piston is the K piston shown above left which is similar to the 45 piston except that the dome ends above the head gasket surface and the skirt length is shorter to clear the flywheel rim with 47 16 KH stroke A K piston can easily be substituted for a 45 piston they re reproduced have the same bore size and use the same piston pin diameter and ring set as the late 45 piston The picture shown left shows a 45 aluminum head with a relief cut for a K type piston dome made with a Bridgeport mill The depth calculations appear on Page 35 Stroker Plates If you re going to use modified std 45 pistons you ll have to make the stroker plates see the diagram on Page 4 Unfor tunately aluminum plate is not easily available in precise sizes for this purpose generally only increments 4 amp c so you have a choice use 4 and add shims or amp c and machine it down to the correct thickness as described on Page 6 Steel plate may be available in he thickness but it s harder to work with and this thickness may still not be completely accurate as you will see from the calcula tions Page 25 of 40 If using 4 plates height can be added with alu minum or brass shim stock easily avail
102. lywheels specifically made for 45 use are avail able from both T amp O and S amp S in many stroke lengths but in my opinion the only practical choices are 5 7 5 000 KTZ las 59 2 Sie hie 1 1875 m AI The rear cylinder is more than adequately lubri cated by centrifugal splash from the rotating fly wheels as well as oil removed from the flywheel s diameter by the crankcase scrapers In early motors the rear cylinder half baffle actually deflects some of this oil to prevent overloading the oil control ring no longer necessary with more modern oil rings The baffle method works fairly well as far as its primary purpose is concerned lubricating the front piston However this makes the front piston perform an extra function as an air pump forcing vapor in amp out of the rod slot This reduces power and increases oil temperature If the front baffle is removed or even reduced the vacuum effect vanishes Page 21 of 42 All later motors use some other method of oiling the walls the panhead shovelhead amp Sportster drain the rocker oil back through the cylinder and on to the piston The K Model motor has an oiling port in the cylinder wall pressure fed from the pump The conclusion is clear the baffle was dropped immediately when some other method of oiling the front piston was per fected If you wish to modify your oil system to provide a pressure feed to the front cylinder
103. m trade off but you ll will always wind up with more power from less rated or nominal pressure with a relieved motor However in most cases you ll want the benefit of both and will wish to increase the compression ratio to compensate for this drop If you have high compression 6 heads this is probably not necessary but medium compression and military heads should be milled for best results This will not repeat not change your piston to head clearance except in pop up motors Roughly a mill cut off the gasket mating surface of a Medium head removes about 10 for each 010 of depth cut as shown in the following chart Chamber Volume Milled Off 000 w Vol An Vol Removed std i s 020 030 A oo 50 eN gt gt Ww 070 080 100 110 120 130 Ratio hamber Vol C I r rN p Lh lla HE raed ad LA Sl IMA RIO l Sis mS ed amp AlN 1 00 45 AApprox High Ratio 6 0 1 volume Original casting nominal ee St en Safe limit mating surface flush with cstg Chamber Vol C C These volume figures are not suggestions They will be useful to match the compression ratios after work is completed For smaller engines the higher ratios will not be practical in any case Remember to add gasket thickness piston deck clearance or sub tract pop up chamber relief volumes etc to head casting measure
104. m the crankcase carrying the oil with it and depositing it on the front cylinder wall May 16 2005 Size CC_ 836 seS 873 897 933 970 Added stroke fractional gt he Wo Added stroke decimal 05000 6250 6875 8125 1000 59375 31 45 Performance by VICTORY LIBRARY included with the flywheels but available from S amp S among others Special pistons are required which S amp S does not supply It is also possible to adapt commercially manufactured stroker flywheels intended for XL type motors Sources include S amp S T amp O amp H D factory 1954 56 KH Phe flywheels I will not go into detail here let s just say it s more trouble than it s worth Indian Chief 74 47 6 amp 80 4 3 6 flywheels have been used for a long time but are not easily available and require major modifications There is also a H D factory stroker flywheel that has been used in the past but because of its extreme rarity it s not likely to be available 1954 KHR not KH All early 1939 196 R type flywheels have 875 shaft tapers including WLDR WR KR amp XLR but only this year has 4 5625 he stroke and 1 00 crank pin tapers permitting the std 45 or stepped 1939 1954 WR 1 4 pin 23960 39R to be used The previous year KR is std stroke and the next year uses the much larger 1 4 tapered 1 2 journal 23960 55R crank pin F
105. ment See my booklet MAGIC for math details or write me for calculations make all May 15 2005 45 Performance by VICTORY LIBRARY volume measurements give bore amp stroke and I will supply the ratio Remember that the only ways a relief can hurt you are Relief work has damaged the valve seat Relief extends into the gasket surface Lack of symmetry the front amp rear cylinders do not match Page 19 of 40 Combustion chamber volume error results in more than 1 10 point difference in compression between the front amp rear cylinders Squish area is reduced Wedge is removed reduced etc Piston ring travel appears in the relief area Extreme roughness waves lumps marks etc After the work has been completed to your satis faction it is probably advisable to lap the valves in again to heal any light scratches on the seating surfaces and insure proper sealing grinding STROKING Purpose All Harley Davidson 45 motors 1929 1973 ex cept XA share the same stroke length clad Pe 3 8125 the same as 1952 1953 K amp KK Models 1953 1969 KR and all 1957 85 900 amp 1000 iron and 1986 883 1100 amp 1200 Evo Sportsters The bore to stroke ratio of the 45 motor is radically under square the stroke is greater than the bore and obsolete by modern standards but the only effec tive method of increasing the displacement is to in crease the str
106. n amp Indian for the 30 44 Mikuni round slide VM type carburetor 13 95 Want more performance from your Harley Davidson Knucklehead Panhead 45 U Series or Indian Chief Scot 741 etc Already have a Mikuni carburetor but don t know how to adjust it Doesn t run right and won t respond to the changes you ve made Can t make any sense of the original Japanese instructions Looking for an affordable alternative to replacing or rebuilding your tired Linkert If you ve considered using a Mikuni you should read this Super Tuning Mikuni VM Carburetors and Intake Systems for British Motorcycles for the Mikuni VM type 26 38 round slide carburetor Want more performance from your older Triumph BSA Norton Royal Enfield or Matchless OHV pushrod twin Already have Mikuni carburetors but don t know how to adjust them Doesn t run right and won t respond to the changes you ve made Can t make any sense of the original Japanese instructions Looking for an affordable alternative to replacing or rebuilding your tired Amal Triumphs or Concentrics If you ve considered using a Mikuni you should read this booklet The Linkert Book II this is the complete VICTORY LIBRARY book on the Linkert L amp L Model M brass carburetor as used on all Harley Davidson motorcycles 1933 56 and some until 1964 as well as Indian twins 80 Performance the complete collect
107. nce between the flywheel halves If the clearance is excessive beyond 030 slightly thicker thrust washers are avail able or some added torque to the crank pin nuts may help If too tight the washers can be thinned on a surface grinder or the thrust surfaces of the rod can be narrowed very carefully Page 28 of 40 45 Performance by VICTORY LIBRARY The wider Sportster rod beam can be slightly narrowed to improve clearance if necessary by removing up to 030 from the shoulder at the point of interference and blending the cut into the remaining body of the rod over a distance of at least several inches very carefully Restore the curvature of the area as much as possible and polish the surface then shot peen if possible If done prop erly the modification should be nearly invisible Do this as a last resort only if all other clearances are at maximum and there is still interference If using XL type rods which are substantially heavier than std 45 a small increase in engine smoothness can be obtained by lightening the rod beams as on WR amp JD motors before balancing of course Lay out a pattern of holes about 3 16 smaller in diameter than the width of the rod web the depressed area in the center of the beam Keep equal spacing between the holes Once the holes are drilled to size countersink the holes lightly then carefully radius the holes on both sides to completely remove all sharp
108. nches will not change but the Chrysler camshaft is larger in diameter than the 45 pinion shaft so the same amount of offset will have a greater effect in the 45 engine The effect of a known amount of offset can be calcu lated based on the distance as a function of the circumfer ence of a circle The diameter of the circle is the diameter of the pinion shaft at the point of offset The smaller end of the 45 taper is about 750 19 1 The same formulae apply each degree of rotation needs about 00655 00017 of offset Do not use the figures on this table directly it has been provided for illustration only For best results you must measure the actual compo nents yourself Any dimensional changes will require new calculations Do not remove metal from the sides width of the key or the offset area top The most important revision is the depth the new key must seat completely in both slots or the pinion shaft will not be properly secured to the flywheel Material must be removed only from the bottom curved part of the Chrysler key as the top is already approximately correct The length should be reduced by removing material evenly from both ends to retain the curvature The bottom of the curve must be centered in the length When properly modified the key will seat completely up to the offset step in the pinion shaft slot Remove the key it should seat completely up to the offset step in the flyw
109. ne tuning this effect with the key offset The most important cam event the intake valve clos ing point as described above may not match on the two intake cams 2 amp 3 either one or both may be off the lobe centers may not be separated by the correct 315 405 interval However the key offset can be used to average out the 2 and 3 to the same intake closing point even if it s not what the specification calls for The thickness the width of both the key amp slot in both the pinion shaft and right flywheel half of both the 45 and Chrysler keys is identical at 1875 4 8 The length of the Chrysler key is greater at 730 118 5 vs 460 11 7 for the 45 However the slots are longer than the key 750 19 1 in the flywheel and 650 16 5 in the pinion shaft The total depth height of the Chrysler key is also greater at 300 7 6 vs 173 4 4 for the 45 The top flat section fits the flywheel slot is about the same depth in both keys 100 2 5 The bottom curved section fits the pinion shaft slot is much larger in the Chrysler key The non matching dimensions length amp bottom depth can be trimmed with a grinder to fit ire ae ya 073 _ 200 amak Dages Poo a ee ee OOO O O O Offset inches amp MM In calculating the amount of rotational change do not use the Chrysler degree figures The offset in i
110. ness at the top The guide body can be narrowed to 3 55 wall mini mum on both sides making it boat shaped with the long axis aligned with the gas flow roughly follow ing a line drawn between the guide center and the 2 head bolt This streamlines it a bit directing gas more easily around the stem amp guide with less resis tance and flow disturbance We re looking into the possibility of using another guide the Manley intake for the thin stem OHV motors This is shorter less guide body in the flow area and is 16 ID for those who would like to use a thinner valve stem for additional air flow and some weight savings Valve Sizes The intake amp exhaust valve head diameters are normally the same size as the outside diameters of their seats unless the seats are deeply worn or sunken etc To calculate the most efficient valve head di ameter for a given bowl size or calculate how large to make the bowl for a given valve head diameter first decide the seat angle then the width Standard best life more accurate seating Improved flow shorter life Valve head OD Seat ID width x 1 414 Seat ID width x 1 732 Seat ID Valve head OD width x 1 414 Valve head OD width x 1 732 Seatwidth Std Minimum Maimm _ EE ered kas Exhaust Valve The stock size exhaust valve 1 1 625 is big enough WR amp KR race motors actually had even smaller valves The s
111. ntake Lobe C Line 190 ATDC Exhaust Lobe C Line Overlap Intake Opens 669 BTDC Exhaust Opens 58 BBDC Intake Closes Ten ABDC Exhaust Closes 1427 ATDC Intake Lift 395 Exhaust Lift KR J amp L 25498 69R Intake Lobe C Line 9625 H TTI Intake Opens 66 BTDC Intake Closes 771667 ABDC Exhaust Closes Intake Lift 395 May 15 2005 45 Performance by VICTORY LIBRARY Page 37 of 39 Intake Manifolds Y U Description amp Notes Part N 27011 36 11936 RL RLD RLDR 1937 52 WL 1 nut 3 bolt pattern 1 16 ID port takes 1 4 WLA WLC Linkert M 41 88 amp c there are several slightly different models 01 81107 37 1937 38 WLDR As 1 00 except enlarged internally to 1 6 ID for WAWA use with 1 01 cylinders 00 81107 39 1939 WLDD WLDR 1939 46 WLD 2 nut 3 bolt 1 16 port bolt pattern as 1 00 H 9 he 01 27012 33 1933 VLD 1934 36 VL 1937 38 UL Very similar to 2 00 H 248 02 27012 39 1939 48 UL Very similar to 2 01 but 44 longer carburetor leg H 2 00 81107 40 1940 41 WLDR 1941 52 WR 1952 2 nut 4 bolt 17 16 port takes 1 Linkert M 27011 52 53 K 1954 56 KH 1953 68 KR 25 35 36 45 74 75 MR 3 4 amp c 10 27045 69R 1969 KR As 3 00 but for dual Tillotson requires O ring conversion of nipples may have been converted to Mikunis Height is listed as H measured with manifold
112. ntification number appearing anywhere on almost all H D motorcy cles through 1964 there is no frame number until the 1970 model year with the possible exception of vehi cles intended for export sale military police etc Year of sale this may not be the year of actual manufacture of all of the components but is always the model year for which the vehicle was sold see Item 3 Engine displacement the Primary Character s appearing after the year is a code indicating the engine dis placement range more than 1 choice see Table B State of tune the letter s after the Primary Character also indicate the horsepower level and or intended use of the engine Generally more letters means more power or more specialization Anti theft coding the numbers and letters used by H D are not common machine types but are of a specific size shape and style to make re numbering more difficult to accomplish and simpler to detect From 1960 on another feature is used in which the year and the first digit of the title sequence must agree odd or even In other words a 1963 motor will appear 63FL1004 or a 1966 66GA4778 The 1 number sold will be 1001 odd years or 2001 even years To get the a approximate production volume subtract 1000 odd years or 2000 even years 64FLH2448 is not the 1448 motor sold of this type 2448 1000 1448 but the 448 2448 2000 448 Location On all motors during this time period t
113. of some kind use new amp heavier valve springs every time the motor is apart have maximum weight removed from the chassis use a larger intake manifold WLD or UL as a minimum Intake Manifold Even the solo largest factory manifold is too small for our purposes If you insist on using this use a spacer between the manifold amp carb to increase manifold volume and enlarge the passages Remove the V separating the 2 port legs as much as possible stop before you break through JB Weld Devcon etc can be added to the exterior to allow more interior enlargement For best results locate a UL WLD 3 bolt or WR K KH 4 bolt manifold and prepare it in the same way Both of these require adaptation not a bolt on this is generally done by using a hose be tween the bare manifold leg and the outside of the intake nipple Besides the larger size the 4 bolt mani fold allows the use of any pan knuck carb adapter same bolt pattern Try to enlarge the port opening and close up the manifold leg to the same size to make a neatly tapered transition If dual carbs are desired new ports can be machined into the cylinders see 2PORT for details on this operation Carburetor All Linkerts are too small even the M 74B yes this is even larger than the factory racing model such as MR 3 etc If you insist on using a Linkert try to get a M 53 M 53A MR 3 MR 4 MR 4A or M 61 as these are the closest factory models to what
114. oke using stroker flywheels This permits displacement increases of up to 59 or 970 with std bore pistons This is especially useful in motors equipped with big port WLDR WR and K Model cylinders as the increased vacuum compression and sharper rod angle will greatly reduce the normally soft low speed response of these motors My subject here is some of the more basic work involved in planning and installing these parts I will not cover engine assembly in general consult your service and parts manuals as well as How to Restore Your Harley Davidson by Bruce Palmer III I strongly recommend that the breather timing modified per BT HP instructions and that the cylinders be relieved Please read this entire article thoroughly before purchasing or modifying any components Large strokes and or heavier rods will require extreme re liefs to the cylinder mouth areas Certain combina tions of rod amp extreme stroke are not practical due to severe interference with the crank cases case fasten ers and cylinder base flange For reading conven ience will refer to 1957 1985 iron head Sportster parts as XL Dimensions Each std flywheel contains centered 74 875 tapered holes to receive the sprocket amp pinion shafts Rotation takes place around this shaft axis The std Page 20 of 40 45 Performance by VICTORY LIBRARY Of course the final step is a thorough cleaning before re as
115. olia Wiseco amp c in either normal negative deck piston dome is below the cylinder s head gasket surface TDC or positive deck pop up where the dome is above the gasket surface TDC as used in 1948 1952 WR 1952 56 K KH Shown on Page 34 is a 1952 56 K amp KH model piston 22251 52A the WR is very similar but dome is lower A special piston will have the up distance removed from the piston s compression distance completely or partially de pending on whether or not you are also using stroker plates which is not practical to do to a std piston The new CD should be smaller than the stock piston by the same adjustment calculated for stroker plate thickness above The skirt will also be short enough to clear the flywheel or baffle To my knowledge no manufacturer carries such a product nor do they have the dimensions of the std piston on hand The custom piston you receive will be no better than the information and instructions you can provide to the manufacturer Remember your choice of whether or not to retain the baffle affects your choice of skirt length and whether the two pistons are alike You have a choice between old wide rings or late narrow rings narrow is preferred if you can t send them a sample piston using late rings I think the data is available to them You can also specify two slightly different bore sizes if your cylinder are slightly off no it won t affect th
116. om the electrode across the chamber at a predictable rate like lighting a fuse However when the compression ratio reaches a cer tain number depending on fuel quality bore size material etc several undesirable things occur a pressure increase takes place throughout the entire chamber due to the increased gas temperature a shock wave crosses the chamber like a ripple effect gt a heat wave crosses the chamber by radiation and increases the temperature of the gas on the side away from the plug When these take place the gas opposite the plug spontaneously ignites causing a violent jump in pres sure BEFORE the piston reaches TDC This is re ferred to as knocking or pinging and quickly results in damage to the head dome rings pin rollers etc Compression The chart indicates combustion chamber volume in ccs amp cubic inches for the std size motor and May 15 2005 Compression ratio vs Combustion Chamber Volume Compression Ratio 5 1 Taa _ 5 1 5 1_ _ 61 6 1 std bore amp stroke 564 531 5 01 _ 4 757 4 si 430 4 10 AA AAA Jes son o 76 7 45 Performance by VICTORY LIBRARY and elevated engine temperature The quick cure is to retard the spark to nearly TDC which also raises the temperature even higher and kills power completely Ricardo reasoned that the problem could be cured by cooling off the far end of the chamber This is done by placing the 2 surfaces th
117. om to be notified when available Triumph 650 amp 750 B Range Twin Performance want more performance from your unit Triumph twin Rather than merely summarize and repeat what you ve already read in Shenton Taylor etc this booklet will focus on more advanced and complex information beyond what s currently on the market Shovelhead amp Sportster Rocker Arm Tuning want more performance from your 1966 83 shovelhead big twin or 1957 85 ironhead Sportster Top end seems noisier than it should Rocker arms and valve stems have strange wear patterns Installing a high lift cam and want to maximize results These engines are similar in valve train and rocker box and very different from the panhead design and the same methods can be used to correct and improve the rocker arm geometry with only minor work without visible alterations Shop owners this is a great service to add to your customer s engine rebuild Panhead Rocker Arm Tuning want more performance from your 1948 65 panhead EL FL FLH amp c Top end seems noisier than it should Rocker arms and valve stems have strange wear patterns Installing a high lift cam and want to maximize results This booklet will focus on more advanced and complex information beyond what s currently available including the factory service manual Palmer s book and Shop Dope Shop owners this is a great service to add to your customer s engine rebuild Another Selection From The
118. omewhat and reduces motor temperature slightly The dome above the top ring land only can be glass beaded for texture mask off the ring lands with tape first and given several coats of white VHT paint then baked to cure it This also helps motor temperature a bit and is also worth some free power it prevents energy from escaping from the chamber by soaking through the aluminum ratios To use this look up your motor size first then your desired ratio and mill your heads to obtain the volume shown Page 7 of 40 As an alternate look for your present volume and find your actual ratio Remember that the volume includes deck clearance minus pop up dome volume if present valve seat and relief area gasket thickness head volume including pop up relief if present Cams What we want for a practical motor is the most lift possible 375 425 at the cam with moderate duration to keep a broad torque range There is an old saying in motor racing Horsepower sells motors but torque wins motor races Still true today The roller tappet limits you to what is currently on the market for H D motors Most of these grinds are for overheads and have little or no lift advantage over the stock 45 cams 312 at the lobe would produce 468 at the valve in a Sportster due to its rocker arm ratio These motors also have much more compres sion than we can use and generally have more cam d
119. or attached to the face of the existing port opening by welding or braz ing This stub should be a match for the leg of the larger manifold being used such as WLD UL etc I suggest not using the larger UL nuts to attach the manifold as the alignment is critical I prefer O rings or sleeves The bowl or throat the curved tract leading from the port below the guide up to the valve seat is not well shaped There are many casting irregularities etc that would require major work to remove reshape etc If an oversize valve is fitted the bowl enlargement will take out a lot of this mate rial blend the cut into the existing walls see the chart to calculate bowl size The port immediately before amp after the guide can be slightly opened up on both sides to make up for the loss of area caused by the presence of the guide amp valve stem This will produce an elliptical shape from the original roughly round cross section The guide is about 565 wide by 300 tall for an area of about 170 In If applied evenly to the left amp right sides that s about 085 In in area for each side A depression about 125 deep can be cut or ground in each side of the port wall centered at the top of the guide and tapering off to blend in with the exist ing wall The port is now elliptical stretch ing the sides to increase the area only where the boss intrudes into the flow Do this very carefully or not at all
120. ort of work it may be possible to reduce the stem to 250 for even better results but this is unknown as of this point Flywheel Assembly A considerable improvement to acceleration amp throttle response can be made by removing weight from the flywheels This does not produce more power it simply allows the engine to pick up speed more rapidly The following effects can be expected better acceleration in 1 gear less noticeable in 2 practically no change in 3 best acceleration improvement in machines using small motor sprockets more effect from a 27 than a 33 6 slightly harder to kick through due to lack of inertia to carry over into the compression stroke slight increase in carb idle setting may be neces sary to hold the motor at the same idle speed due to more irregular pulses most noticeable in motors with high compression slightly higher idle speed may be necessary to prevent motor from stalling same reason more careful clutch operation will be required for getting away from a dead stop in general the motor will run slightly rougher at low speeds and be more prone to lugging slightly improved braking assuming the clutch remains engaged as the brakes do less work slowing down the flywheels shifting may be improved with practice as the engine will conform more rapidly to the rpm required after a gear change engine will appear to respond to open throttle f
121. ossible complex adapt Evo 1984 major welding Possible adapt most 1952 56 K type parts Possible adapt most X type parts 1957 71 Possible complex adapt 1936 85 F type cylinders amp heads Possible complex adapt Evo 1984
122. othly and gradually For maximum effect the relief should be this same depth all the way from the seat edge to the bore opening although in very mild motors this is probably not necessary Obviously if the cylinder has had many valve jobs or is in otherwise poor May 15 2005 45 Performance by VICTORY LIBRARY 147 shape more metal must be removed to cut the reliefs down to the level of the sunken seats Although this does reduce com pression a bit the improvement in breathing far outweighs the slight drop in pressure When planning relief depths bear in mind that in no circumstance may the reliefs go below the highest point of ring travel If the rings are exposed they will quickly fail so try to keep the ring land TDC at least 030 below the lowest point of the relief Remember that K WR strokers and other special pistons will not have the same ring land place ment as the stock 45 piston take careful measurements The edge of the relief should receive a gentle radius downwards where it joins the bore opening 16 is suffi cient this is to prevent the sharp edge from becoming over heated by the flame and causing premature ignition Generally speaking removing all sharp edges inside the chamber is good practice To avoid losing your mirror effect I suggest working alternately on both castings mark out each cut on both do one then the other before moving on to the next cut If you cannot r
123. r beginning with R in place of the 8 otherwise identical R1107 40 The last type is mod ern 1950 in which a different characteristic refer ence is used then the hyphen amp year with the letter R as a suffix as 27020 40R When 2 part numbers are listed in Column 2 the 1 is the left front or upper the 2 is the right rear or lower of a pair Page 31 of 40 A 2 pair is the later or alternate number for the means substantially identical to the Type quoted same part except for the differences specified A letter X in the part number or year means I will list parts in H D rough part number order exact number unknown The phrase as 1 00 beginning at the top of the motor Cylinders Note std bore of all 45 K KH amp KR cylinders is 2 745 or 69 72mm Type PartN Model Description amp notes ag 16460 36 1937 73 all with Base cs 120 36 front 120 361 rear can use only Type 1 00 iron 16461 36 g studs heads both valves 1 625 1447 OD have 45 seat Z 1 2 pipe fits into 2 36 3 36 exhaust port 80002 37 1937 38 WLDR As 1 00 except relieved and intake port enlarged to 1 6 ID and U 80003 37 sized nipple inserted 20 16460 40 1940 73 all with As 1 00 except can use any Type 1 2X 1 4X heads with 16 holes iron 16461 40 7 16 bolts or aluminum 21 16460 4X 1946 4 WL As 1 20 except full width gasket
124. r safety but to allow gas to use the area above the valve for added flow If not deep enough this can be done with a Bridgeport etc or by hand with a large end cutting bit in a die grinder Blend the new floor s into the chamber wall radius is fine May 15 2005 Be sure that the new floor actually the ceiling is flat and parallel to the old surface which is tilted 42 to align with the valve head The chamber wall can also be undercut a bit to move part of it away from the valve head This cut can be up to ie deep for intake 2 for exhaust The cut Valve Pkt Depth BI B2 Pkt Exhaust Lift T 080 N Compression This is very complex as best peak power in hot motors comes from compression ratios of 6 4 1 or less As the power potential of the motor falls the maximum compression ratio rises A 45 motor in a mild state of tune may use up to 6 4 1 but a relieved motor with big cams amp K manifold should stick to 6 1 In all cases the final ratio should be no lower than 2 1 Stroked motors can use higher figures point or more Any relieving at all will remove metal from the combustion chamber and reduce compression It s a mn does not go to the mating surface and will be invisi ble from directly above Remove any sharp edges from the plug thread insert Specifications Head Distances B given are from edge of bolt hole to chamber wall Pocket depth is minimu
125. r screw holes to use the 4 24NS screws and Use the correct drive gear 31075 58B for all 45 amp U Series has the oil slinger When adding shims to adjust your generator position if the generator body has a drain hole make a match ing hole in each shim or they will block the drain Beer cans make good shim material To set generator gear lash put 3 shims 004 each under the generator body or until the gear turns freely Run a sheet of newspaper through the gears to get a cut where the gear teeth mesh Examine the paper closely If the paper locks up the gears the generator is too close tight add a shim and test again If the paper isn t cut the generator is too far away loose remove a shim and test again If the marks from the teeth run across the paper on an angle the generator body may be on an angle check for alignment The paper should only have a cut or mark at mid gear tooth face not at the bottom flat or valley of gear teeth or your gear is worn out Intake A Bernzomatic propane torch can be used to detect an intake system leak Start the motor and just barely crack the torch valve don t light it Hold the nozzle tip near any suspected leaks if the motor speeds up or smoothes out you ve found your leak Ragged idle and no response to idle mixture adjustments generally means an air leak if the 2 spark plugs are different colors the pale one is the cylinder with the leak this will also be the warm
126. r sprocket amp pinion shafts 1 crank pin amp bearing assembly and std 45 rod set Special pistons are required either modified std pistons or aftermarket sources Arias JE Venolia Wiseco amp c Since T amp O has made flywheels for H D motors for 25 years to avoid confusion in this article I will specify the new product for the 45 as follows T amp O 45 The only other available flywheel that fits the 45 directly is the S amp S Cycle Products replacement for the WR 32 3013 stamped KRS code for stroke length on the wheels for identification The S amp S flywheels accept std 45 WR amp KR sprocket amp pinion shafts but require a special short 144 XL diameter crank pin which is included with the fly wheels An XL rod set is also required which is not NJAN Baffle The baffle is part of the crankcase casting closing off the front cylinder opening shown right leaving only a slot for rod movement as well as half of the rear cylinder opening in pre war motors In 45 motors I ve measured it s about 4 32 thick 25 28 Its purpose is to increase not reduce the amount of oil on the front cylinder wall which functions as follows oil is splashed from the pressure fed crank pin bearings amp c onto the underside of the baffle As the front piston rises a vacuum forms in the cylinder between the piston and baffle causing vapor to rush up fro
127. rectly affect flow is a negative Some common layout errors are Shallow side of the relief is cut to the same depth as the deep side i e cuts are parallel depth to gasket surface Wedge area triangle B3 at the gasket be tween the 2 seats is removed reduced etc Deep side of the intake relief is made full depth all the way to the head gasket line B1 Shallow side of the exhaust relief runs all the way to the gasket surface between B5 amp 6 When trying to decide how extensive to make your reliefs remember that it is easier to remove metal than to put it back If not sure do a mild job as shown in the photo shown left this is a U Series cylinder for reference only don t copy this You can always do it over when the top end is off The most frequently made mistake is doing the 1 cylinder to the max and not having the patience to do the 2 one to match it Any relief at all is a big improvement and the first metal you take off has the greatest effect As you have noticed the valve seats are not paral lel flush to the gasket surface This is because each cylinder is at a 224 angle from vertical 45 angle to each other but all of the valve stems guides tappets tappet blocks etc are at an 18 angle The resultant misalignment is 414 which is the tilt of the seats in relation to the gasket surface This is true in all H D side valve motors except WLDR 40A Special WR
128. res sure sending switch on the back of your cam cover with a 4 NPT close nipple and a female T Put the sender back in the 2 leg of the T and install an electric sender in the 3 leg Now you can put a good 60 Ib gauge anywhere you want without a leaking hose leading to the gauge just a single wire easily Stage TV Cams The limit is the cam cover gasket surface No head or cylinder modification is needed although stronger valve springs are recommended If the new cams are on hand measure each cam across the thrust ends where it touches the bushing flanges with a micrometer or dial caliper and write hidden Give your feed pump a check up for dirt bad springs etc Make sure all lines are free of kinks and sharp bends and do not go within 1 of exhaust pipes or cylinders Installing a Z modified rotor will help power and oil consumption but this is very difficult to do with the motor in the frame down the length to 001 Remove the old cams and measure them Be careful to record the exact number and position of each shim on the old cams Use what ever shims you need to get the same end play on the replacement cams on as the originals If not sure use the factory specs 45 POwER II Purpose The following material is intended to assist the serious mechanic in obtaining the best performance from his 45 motor I ll begin by assuming that you are already familiar with the factory service manual engine as
129. restriction where your front pipe is squashed to pass under the cam cover in creases the pipe diameter where they join by 39 and allows you to use a 1 big twin size tail pipe and muffler This still looks fairly stock and has much better ground clearance than dual pipes Do not use silencers that fit inside the pipes One of the best mufflers around is the factory off road accessory unit Another good choice is the Supertrapp but it doesn t sound good Don t confuse noise with power a bad choice of muffler will lose a lot of power if you re not sure it works well don t buy it Ignition If you can find a 1964 73 Servi Car trike dis tributor take it This looks much like the older type but the cap is flat on top and held in place by a screw on the side The 1965 69 Sportster unit is almost as good and looks identical but the advance curve is too long and should be shortened by 50 from 30 to 15 These have an automatic advance feature like a car and both are a drop in fit Either one will im prove your idle quality keep your motor cooler in traffic and give a bit more power at low speeds Adjust it so that when the point plate is held to fully advanced position the points just begin to open when the timing mark is centered in the inspection hole or slightly to the rear of this point This should be at 30 3125 he BTDC or Before Top Dead Center the absolute highest point the piston re
130. riginal 45 or std XL rod and uses up compensates for a great deal of that 40625 up distance we needed to lose The remainder is 08175 Since the std 45 piston does not reach close enough to the cylinder top TDC in the std motor we only need about a 32 03125 shim under each cylinder to put the piston right where we want it 035 away from the squish surface of the head Page 30 of 40 4375 5781 7031 9219 74 18 NPT 18 NPT 14 NPT 14 NPT 45 Performance by VICTORY LIBRARY loosening The following chart shows common pipe thread sizes TDC or 015 below the cylinder s gasket surface this assumes use of copper gaskets about 020 thick Measurements must be done as described above The K piston used only with K heads 1948 52 WR heads or other heads modified for pop up also does not come close enough to the squish ledge and can be brought closer with the math amp adjustments being about the same Remember that the K does not normally use head gaskets and that the 035 clear ance will now occur inside the head and that the dome will come out of the bore TDC dome will protrude from the top of the cylinder The skirt must still be shortened by enough that the lower edge clears the flywheel OD Taking our instructions from MAGIC page 2 the skirt length is determined NP L S 2 D 2 16 where NP skirt length measured
131. rmance by VICTORY LIBRARY flywheels etc This discussion will concern itself entirely with what can be done with the engine in the frame and still substantially assembled None of this advice will make your motor refuse to start idle like a coffee can full of rocks overheat or blow up If you follow this material and your service manual carefully you will have no problems doing all of this yourself even if this is your first time are 6 1 the K is 6 5 1 the KH is 6 8 1 Indian Chief Bonneville is 6 75 1 etc Staying with a small carb I have successfully used 38 carburetors on 45 motors Before I begin a warning if your motor is worn out or even tired no amount of speed equipment is going to help Never never modify a worn out motor A lot of the missing power will suddenly appear when your motor is freshened up A motor that smokes uses oil makes lots of noise etc is a candi date for a rebuild After you tighten it up if you re still not happy come back and read this First what are we trying to do When most people say they want more power what they mean is more torque especially at low to moderate speeds This is the power range most riders really want power that lets you take off from a light pass in traffic ride double and generally have fun without having to down shift all the time to keep the motor turning fast This is what we will concentrate on Let s divide up the work in
132. s 37 but snap ring seal Snap rin U har Size Used Brg Type Seal Roller Main race ID 1 2 Horizontal generator te he Cast in _ drive on right side 112 40 B 6 1940 As 35 but snap ring seal rdi S 5 1941 47 F 74 channel at extreme rear deck 24563 58 PT 1958 1 Needle early 1963 245XX 63 F 74 late 1963 1964 2456X 65 IP 74 Main race ID 1 Oil fed from cam cover 245XX 66 1966 69 Appearance of the Stamped Numbers Several types of number stamps were used in the period 1930 1958 Here are some samples of VIN stamps believed to be authentic along with the year amp model VIN Stamps tapas 29 D 725 7 poe E ol AET P an kanitha maki d sln gt ee AA E a gt a 1936RLD 45 1936 VLD 74 __ 1937 W 45 j KAS H E LL les A w S 37 x e 9 RC x a T L T S TORDEN By QG Na e alli s a L w N H 1937 UH SU 1938 U 74 1939 WLDD 45 No deck oil feed single fitting 90 27 NPT between tappet blocks Te gt e e EIR INI A 5 l SI v paa T P1942 WEA 45 1942 T a 1946 UL 74 H L r L C L k d a T L PZ 4 j E E Fe A A NA i y 2 gt ty 10 r4 AAA wa e T 4 A ee Se L ex 951 FL 74 1953 K 45 jaa 1953KK 457 1954 G 45 1939 U Bottom Num 1970 Star Numbers LST The Family Rule Generally very few components can be interchanged between the 3 major Types or families
133. s of interference between components caused by the longer May 15 2005 45 Performance by VICTORY LIBRARY S amp S Special 1 50 stroke and piston and rod paths This is usually the right case only tilted to angle the pinion shaft about 30 down The assembled flywheels are in place with pinion rollers amp cages right end play collar pistons with no rings and both cylinders snugged down no base gaskets on 2 studs each Now the motor can be rotated forward or clockwise the normal direction and the points of contact can be checked amp measured All components must miss each other during rotation by a minimum of 16 a large paper clip as a feeler gauge is slightly too small but useful Many com ponents will touch or pass each other too closely and must be relieved The case mouths must have the exist ing clearance notches deepened a bit Aluminum must be removed from the shaded areas front and rear of each open ing a total of 4 cuts in each case half as shown left and also widened for the extra beam size if heavier WR or XL rods are used d Page 27 of 40 L More room is necessary in the right case where the crank pin nut will touch the cam bearing ledge main bearing boss amp c The best available information suggests that ay flywheels will require much aluminum to be removed from the cases in the areas shown but will successfully clear the case center stud at B 2
134. sembly Note the comments given here are believed to be accurate and reliable and based on well proven time tested techniques and are safe amp effective for all motors if careful applied I feel that modern air flow research may be able to improve on this but such developmental work is beyond my financial means In all likelihood other patterns amp theories are effective to a greater or lesser degree but the ideas given here are taken from professionally prepared motors as well as interpolations from factory racing department drawings amp instructions 1 00 crank pin holes are off set from these shaft holes by 1 90625 12 of the std stroke of 3 8125 so that the crank pin amp rods follow a different path The amount of off set determines the stroke length Stroke Length 2 x Off set Distance This is the only dimension that affects the stroke Rod length although otherwise important does not change the size of the motor In addition to the obvious change in displacement compression is also increased and other functions are also affected Selection of Components The total height of the assembled parts 50 of stroke rod length between centers piston com pression distance with the new stroke must equal the total height of the motor crank case deck height stroker plate if used cylinder height piston to head clearance Changes in any dimensions must be compensated for in the other components
135. sembly procedures and have at least some acquaintance with hot rodding This is not going to be another one of those guides on how to construct a hot motor by using factory racing parts Those parts work and in many cases are very useful but are rapidly becoming very expensive as well as difficult to find amp identify When I refer to motor parts in this booklet we are talking about stock military solo or trike parts WLA WL or G unless I say differently Using only std parts does reduce the maximum power potential to some degree but careful selection preparation and modification of these parts can nearly double power output Since these parts are still avail able for the right price you ll have no problem with spares The following are useful but are fairly difficult and or expensive for the help they offer magneto even the Morris has no advance mecha nism belt drive severely limits choice of drive ratios and top speed Linkert WR MR 3 or MR 4 carburetor only about 32 Every 45 high performance motor should be relieved have minimum deck clearance use aluminum heads have the front case baffle removed amp skirt oilers installed have altered breather timing see BT HP for details have at least 6 1 compression Page 6 of 40 45 Performance by VICTORY LIBRARY use big intake valves use the best possible coil especially if still 6 volt use an oil filter
136. stons bore the cylinders now put in the new pistons then measure the distance between the piston and the cylinder s top surface at TDC Subtract 021 and mill off the figure you have left For example May 15 2005 45 Performance by VICTORY LIBRARY Distance from piston to cylinder top TDC 075 Subtract clearance 021 Remainder to mill off top surface 054 If you prefer not to go through the measurements TI cut out the math and say that in almost all cases it is safe amp advisable to cut 030 off the top gasket surface any big automotive machine shop can do this This must be done before any valve seat work or relieving Big Valves A larger intake valve is very useful A WR or K valve is easy to install by cutting the existing seat to about the same size as the valve head be sure the seat angle is cut correctly the WR is 30 the K is 45 like you have now You can make a good valve from auto parts see Page 16 18071 41V valves available from KNS Cycle are lighter than stock and come with complete instructions and all necessary parts In some cases one edge of the new valve will just touch the pocket in the head directly above it when the valve is fully open A little metal can be easily re moved from the pocket with a Dremel tool to cure this Cut your existing seats to the same size as the OD of the new valve head at the same angle 30 is best for air flow if possible re cut
137. t it sit overnight Try them all again at 45 Ibs The next day and re torque them after the motor warms up the first time They take the old style large 18 plugs Please note WR K or KH heads do NOT fit your motor don t waste your time amp money Next we will take the cylinders off the motor can still remain in the frame etc motor oil while doing this never Safety Kleen fluid kerosene gas or any other thin liquid When finished clean the walls thoroughly with detergent rinse care fully then blow dry with compressed air May 15 2005 A white cloth passed down the bore should show no marks Do not bother to polish the piston dome as it will have no effect For best results put 1000 miles on the motor before using full throttle The best pistons are in this order 1 K KH replacements which are slightly too tall for your cylinders but will work fine with a thin 16 OF so shim of aluminum stock under the cylinders as a spacer Be sure that the pistons are at least 020 down from the top of the cylinder at their highest travel 2 Stock late 1955 73 pistons or repro using late thin 6 compression rings 3 Stock early amp military pistons using thick C 32 compression rings Rings For best results your ring end gaps should come as close as possible to the minimum specs listed in our data table Most ring sets will fall on the loose end of factory specs 020 or so If you have
138. take amp exhaust are offset amp angled intake 1 2 Z exhaust 3 32 Z tappet contact surface slot is much wider than roller types 1 0X 2 00 Type ipti 182XX 41 1941 68 2 piece flat rubber band for seal between halves threaded lower all std motors matches 1 00 blocks 182XX 69 ee WA II threads on the lowest section match 1 00 blocks h lap T ion 80174 40 only fits 2 00 amp 3 00 blocks Description amp Notes 23960 29A 1937 73 1 00 OD 1 00 diameter larger end of tapered holes roller N C3 5 kd K 5 an all std motors bearing journal area is 1 40 long pinion side is drilled for oil 23960 39R 1939 51 WLDR WR 1 25 OD 1 00 tapers stepped like a miniature UL or EL pin 1953 54 KR KHR 1 40 long requires 1 1X cages rollers amp rods fits all stock 45 flywheels 1937 73 0 23960 54 1954 56 KH 1 25 OD 1 25 tapers 1 50 long 1957 81 XL like shorter straight FLH pi 23960 81 1981 XL As 2 00 except for commonized tapers on shaft holes S amp S 513 45 special As 2 00 except shorter for use only with S amp S 3012 3 std Or stroker flywheels for 45 00 23960 55R 1955 69 KR 1955 56 1 50 OD 1 25 tapers stepped like a giant UL or EL pin KHR 1957 XLR 1 50 long requires 3 00 rods amp c 1970 71 XR SRE gt N N Ww Flywheels Note all flywheels are 7 875 774 diameter yp
139. tc Possible adapt X type cylinders amp heads by ex tensive heli arc on right crankcase half amp machin ing Simple adapt KH type cylinders amp heads bolt on Possible adapt X type cylinders amp heads by ex tensive heli arc on right crankcase half amp machin ing Simple adapt U type cylinders amp heads bolt on Simple adapt E or F cylinders amp heads G GA GE 1937 73 K KK KR KRTT KRM 1952 53 45 1952 69 KH KHK KHR KHRTT KHRM 1954 56 V VC VR VL VLD VLH VHS 1930 36 74 1935 36 80 U UL US UA UM UMG UH ULH 1937 48 74 1937 41 G E EL F FL 1936 47 Simple adapt F type cylinders amp heads 1948 84 1941 47 a but cylinder flange will over hang left crankcase deck Possible complex adapt Evo 1984 Simple adapt F type cylinders amp heads 1936 47 1948 69 74 Alternator amp Evo cone FLH FX etc Cases accept almost any barrel up to 3 8125 with 1978 82 lout welding studs must be moved 1966 84 Possible complex adapt Evo 1984 XL XLH XLCH 1957 71 55 Possible adapt most 1952 56 K type parts Possible adapt most X type parts 1972 85 XLH XLCH XLX XLCR XR1000 1972 85 A major welding Possible complex adapt 1936 85 F type cylinders Evo XLH etc 883 1100 1200 1986 54 Cases accept almost any barrel up to 3 8125 with 67 lout welding studs must be moved 74 amp heads P
140. td valve can be improved by narrowing the seat face to 100 wide with a back cut at a very shallow angle as small as 11 as pic tured on Page 16 This cut should just touch the stem to head radius and remove the greatest amount of metal from the back of the valve head This reduces weight and improves flow Try to make the valve look more like a T in cross section Grind off any raised Modified exhaust valve numbers or marks on top of the valve to prevent them from becoming hot spots under full load The outside edge of the face at the corner of the valve opposite the seat should be back cut 25 amp radi used a bit 16 to make a smooth curve from L the margin straight area to the top of the valve as indicated in the picture above A high polish on the top will slightly reduce heat absorption Exhaust Seat The seat as fitted is cut at a 45 angle the factory recom mended width being 125 47 A somewhat narrower seat is acceptable with 100 the lowest safe figure as the valve s cooling is largely through heat transfer to the seat Narrow the seat inside with a 60 stone to 100 wide then from the inside with a 75 stone For more flow area using the std valve the bowl ID can be increased to 1 45 and the bottom of the cut blended into the ledge where the factory seat machining stops May 15 2005 if Radius here 45 Performance by VICTORY LIBRARY
141. than stock And have too much timing for our purposes Using WR cams they re not that good designed in 1941 how fast were cars back then plus they require special tappets blocks covers etc Putting on UL barrels they won t fit much too big Installing a front drive magneto lots of trouble major machine work Bolting on Sportster heads amp barrels you can t it s lots of work welding etc Installing Sportster rods etc it s do able but do you really need this Lots of trouble Using a WR close ratio transmission bad accel eration lousy in traffic Bolting on K heads they don t fit unless you re using K barrels which require modifications Keeping the compression stock all late 45 solos Stage I The motor is fully assembled in the frame Its mechanical condition is very good to excellent no known problems or strange noises Your compression tests out at 90 Ibs or better in both cylinders test Stage II The motor is still assembled and in the frame but you feel OK about taking the heads off Stage III The top end is coming off either for repair smoke noises bad compression etc or just im Stage IV The top end is off You want to install mild cams with no more lift than stock This requires removing anything in the way such as controls pegs oil lines etc The limit is the cam cover gasket surface Page 2 of 40 45 Perfo
142. the valve to 30 1 Narrow the seat from the inside 70 to 080 width If they re in good condition your old exhaust valves can be improved by narrowing the seat area to about 100 wide from the inside Use a shallow angle to remove as much metal as possible without cutting into the radius where the stem joins the head Use a 20 stone or the factory relief cutter to narrow the seats in the cylinders from the outside to 1 58 OD smaller than the valve OD and then from the inside with a 70 stone to 080 wide Oil H D s new bikes all come with 20W50 oil I like it for all round use It makes the motor easier to kick over in cold weather For hot weather over 80 use H D 105 If not available use a good Pennsylvania type 60 wt Such as Kendall Quaker State Wolf s Head Valvoline etc The best oil is marked For Service SG on the can this is the highest current test standard For low temperatures use 40 wt Change the oil at least every 2000 miles more often if you have no air cleaner change the filter if you have one every other oil change If you want to know what s going on in your pump don t bother with a 100 lb gauge screwed directly to the motor your normal reading will not exceed 4 of the scale the vibration will shorten the life of the gauge and you won t be able to read it unless you hang half way off the bike Page 5 of 40 The smart thing to do is to replace your oil p
143. to categories based on how far apart you re willing to take the motor we ll call this the limit taken with motor warm both plugs out throttle wide open The imit is to remove only the external sys tems such as the intake exhaust ignition etc and not touch the engine itself The imit is the head gasket surface provement The imit is the cylinder base gasket sur face Anything more complicated at this point puts you into the expert class you should be reading 45 Power II following pages Now the actual work May 15 2005 Clean off the top end of the motor as best you can with solvent air pressure etc This is a good time to check for loose cylinder base nuts oil leaks etc Use Kroil CLP WD40 or your choice on all hardware that will be coming off 24 hours before starting work intake manifold nuts exhaust clamps carb bolts etc Exhaust A small gain can be made by dropping the original 2 into 1 pipe set amp using individual pipes Mufflers are hard to fit on these especially on a solo due to space amp ground clearance limitations so plan care fully The longest pipes you can fit will work best Another set up for those of you that have a friend at Muffler King is to use your old rear pipe a drag style front pipe available from Paughco and a bit of work to put both of them into a larger pan type Y pipe Paughco again See my 45 EX booklet for more detail This cuts out the
144. tons reach some set speed This is considered to be 2500 feet per minute for cruising and 4000 f m for top end With the stock motor these points arrive at 3934 rpm for cruising and 6295 rpm for shifting and top speed If you consult my chart 45 GR you ll see that a solo needs a 33 tooth sprocket to cruise at 71 mph which is reached at the 2500 f m limit assuming a rear tire of 26 diameter The theo retical top speed with this sprocket is 113 mph which is probably not possible due to insufficient power in the case of a mild motor should take about 40 hp still within the range of a stock size motor in a high state of tune big cams amp carb relieved big valves high compression etc 100 mph however is possible with 3 require ments Big sprocket a 29 tooth will just make it and will have the best acceleration up to 100 but makes an uncomfortable cruising machine Heavy valve springs to allow enough rpm radical cam timing is not necessary for this but is helpful in the next Stage Enough power about 30 hp will do it That s about the whole list of what can be done without taking the motor apart remember that a careful tune up is always the last step Next we will work on only the upper end the motor can remain in the frame etc thick protective washer always used between the bolts and head surface Torque all the bolts to 20 Ibs First then do them all to 30 then 40 then 45 and le
145. ttom Hidden Numbers These are found on the lower exterior curved surface of the crankcase halves below the front motor mounts If the two halves were originally machined and assembled at the factory as a mated pair the numbers will be identical to each other but will not match the VIN In 1930 47 motors the bottom numbers will appear as follows Last 2 Digits of Year Hyphen Production Sequence beginning with 1000 For example 37 1634 is a 1937 motor the 634 produced that year may not be the 634 vehicle or even assembled motor The same bottom number will appear on both crankcase halves if they are still a factory matched pair It is common practice for the motor or crankcase halves to be manufactured up to 5 months prior to the model year since new vehicle production began on September 1 and will be stamped for the actual year of production in the bottom number set a crankcase set made amp bottom stamped in November of 1938 will be VIN stamped for the 1939 model year The purpose of these numbers is the factory production code sequence the crankcases are only numbered after the left amp right halves have been finish machined as a mated pair Fol lowing this in most instances the motor will be completely assembled and assigned and stamped with a VIN Once this has been done the motor will be sold as a complete engine with a bill of sale indicating the VIN or installed in a chassis and sold as a veh
146. uration especially on the intake closing side than is practical for a 45 Very long duration produces a shaky idle soft low speed power and only offers a power gain at high rpm about what you d get if you used stock late 900 Sportster cams Andrews has a cam set for the WLDR but it s quite mild dates to 1939 and may not offer much help If you ask nicely you may get them to make up a special pair of intake cams with a different lobe shape such as their 3 246 360 lift or M 264 413 at extra charge The KK KHK intake cam is an excellent choice pay particular attention to the concave flanks the lobe is a figure 8 the sides are slightly hollow ground KR grinds marked A on the lobe are also safe about 288 395 lift but have ball bearing spin dies You must press the cam amp gear 1 piece off the old spindle and install the spindle from a standard 45 A slot 2 round must be ground in the correct place for the ignition ball on the 2 rear intake cam just match the slot in your 45 2 The KNS Cycle 25506 37V 296 375 lift is slightly milder than either of these 2 but can be made from any 45 cam in excellent condition this and other 45 regrinds are available from KNS Cycle I believe that a flat faced lifter of the original WR type has advantages over the std roller tappet Of course the cam profile is completely different flat lifters must never be us
147. ut other than as needed for driver preference amp c the lowest inertia you can stand the better Reduced inertia tion is the outside diameter If the flywheel were a simple solid disc the inertia would vary in proportion to the 4th power 4 of the diameter In theory the heavy flywheels may be more comfort able because the larger mass of iron damps vibration better This is also a mod that should be approached with ex treme caution A 45 with light flywheels and tall gearing will have to be ridden like a 2 stroke The lighter flywheel is harder to kick through when starting requires slightly higher idle speed screw setting for stable idle is more likely to stall when cold out of tune is easier to shift has better braking unless you disconnect the engine by pulling the clutch in while braking requires more delicate touch with the clutch in traffic harder on the primary chain less tolerant of walking speed in gear improves acceleration improves braking reduced overall weight best acceleration improvement in machines using small engine sprockets more effect from a 20 than a 24 amp c slightly harder to kick through due to lack of inertia to carry over into the compression stroke slight increase in carb idle setting may be necessary to hold the engine at the same idle speed due to more irregular pulses most noticeable in engines with high compression slightly
148. ut illegal re stamps some may have liens stolen 30 years ago in another state etc Running the number through the computer does nothing but do it anyway My favorite un detectable fraud each VIN is only used once duh but a number series is continuous for each motor type big twin Sportster 45 This means that if 51FL3230 exists and you can find out by watching eBay etc 51EL3230 DOES NOT EXIST nor 51F3230 51E3230 and is therefore safe to use as a fake number can t be in use can t be stolen Probable Cause Even if the VIN itself appears genuine the physical appearance of the left crankcase absolutely must agree with the year amp motor type consistent with this number The cylinders heads carburetor etc may all have been modified interchanged etc without affecting the legality of the vehicle itself assuming the parts were acquired legally TABLE A Left Drive or Sprocket Side Crankcase Half Cs N Bearing Notes on Physical Appearance Character _ Size Used Seal 112 29 45 1929 31 Roller Main race ID 1 Vertical generator on Eo Cast in llen parallel to front cylinder crankcase 2 S B 3 slg AE Bails oO lt CB m WA Va We O 112 32 Front horizontal generator mount crank 937 38 More fins than 112 32 no crankcase drain Roller As 37 but snap ring seal Snap ring 1941 52 Main race ID 2 Similar to 112 392 but Snap ring j Ve
149. will be an inward curve actually an arc of a circle with a radius of L gt the May 15 2005 45 Performance by VICTORY LIBRARY bore diameter roughly 1 for the 45 the mirror image of the skirt that will pass by it Ordinarily compensation must be made by mak ing the piston shorter by 50 of the stroke increase The piston must have its skirt below the pin shortened to clear the flywheels BDC You may not need to take off the whole 50 just remove enough for the bottom of the skirt to clear the wheels by 1 The maximum skirt length of the piston measured directly under the pin hole can be calculated using the for mula in MAGIC S amp S recommends clearance to the std flywheel rim of I 16 The piston s distance from the head TDC the squish or quench distance is critical to the en gine s life power and efficiency The deck height is how far the top of the piston is TDC below the top of the cylinder the remainder of the distance is the gasket thickness Deck height measurements must be very accurate and allow for gasket compression If this distance is less than 015 thin shim stock must be installed under the cylinders to get a minimum of 035 be tween piston and head this assumes use of copper gaskets about 020 thick It is extremely important that the piston miss the head TDC by a very small margin The absolute smallest safe distance is 035 Distances
150. works acceptably in std form It can be installed and timed on the original marks as per the service manual if you wish How ever breather timing is always a compromise the most effective settings for a specific engine size and speed is not best for others Some additional power can be had by increasing the breather timing To avoid incomplete oil return from the crankcase which can occur when breather timing is too extreme for the engine size and speed we can open amp close the breather at the proper times insuring that the pressure begins to blow down when it should etc but restrict the breather area during the beginning amp end of this cycle so that vapor speed is kept high enough to keep the oil droplets in suspension and return them to the cam chest as in tended The modifications given here are based on an average of std timing figures taken from 45 motors using the factory timing mark A total duration of about 221 works well similar to 1972 76 1000 Sportsters The following suggestion will produce good results in most motors but the exact position must be timed in The final positions should be determined with a degree wheel etc Rather than take a full height parallel cut off each side of the two slots reduce the slot area during this extended segment of the tim ing This will be done by making a cut extending only part of the height of the existing slot on both sides The cuts will not
151. xcept intake 1 28 es exhaust Plain may have 2 timing mark for mag May 16 2005 45 Performance by VICTORY LIBRARY Page 35 of 42 Cam Covers With 1 exception marked all 45 cam covers are identical in appearance from outside and are based on the same casting 131 372 which appears inside the cover in most cases There are a wide variety of models used of which the most common types appear below Type PartN Model Description Notes u P 25201 37 11937 57 all Plain brass bushings in all positions 12 long fins run the full length of models the cover 4 generator screw holes 2 bushing boss is 2017 tall Must use early 2 cam Cs 131 372 As 1 00 except 16 generator screw holes 02 25200 59 As 1 01 except 2 bushing boss is 32 tall Must use late 2 cam Cs err GA 25202 37 10 80584 39 1939 41 As 1 00 except dual position figure 8 idler boss for front drive mag WLDD WLDR neto or generator 00 80584 41 1941 46 WR Ball brg in 2 3 amp 4 positions no ignition drive on 2 breaker boss has R R N drive hole cover plate Idler boss for front drive ma 0584 47 1947 WR Same as 2 00 except breaker mounting area is deleted from cover casting 10 0584 48 1948 49 WR Ball brg in 3 amp 4 positions idler boss for front drive magneto breaker hole has removable cover plate 20 25201 50R 1950 52 WR Ball brg in

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